The base four-cylinder Mercedes-Benz CLE 300 4Matic starts at $58,000, while the six-cylinder CLE450 4Matic starts at $67,450.

The Mercedes-AMG CLE53 starts at $74,300. More than $13,000 of luxury, performance, and styling options, including $3,250 for the stunning matte Starling Blue Magno paints, pushed the as-tested price on my test car to $87,640.

Instead of the CLE450's three-dimensional chrome grille, the 53 comes with an AMG grille featuring black vertical slats. It's a look that evokes the brand's vintage Silver Arrows race cars.

Out back, the CLE450s's faux exhaust tips have been replaced by a set of working quad exhausts.

As a result, the CLE 53, 2.3 inches wider up front and three inches wider at the rear wheels compared to the standard CLE, looks more like a brawny muscle car than a svelt grand tourer.

The 3.0-liter, turbocharged inline-six-cylinder engine is similar to the one found in the CLE 450 but tuned or, as Mercedes calls it, "enhanced" by AMG.

Redesigned intake and exhaust channels, new piston rings, optimized injection, and a new electric supercharger and exhaust gas turbocharger result in 443 horsepower and up to 443 lb-ft of torque. (That's up from the CLE 450's 375 horsepower and 369 lb-ft of torque.)

Like all CLEs, the 53 is helped by Mercedes' 48-volt mild-hybrid system, which uses an integrated starter generator to contribute an additional 23 horsepower and 151 lb-ft of torque. It's designed to mitigate the effects of turbo lag and quicken the response of its auto start/stop system.

My test car boasted EPA fuel economy figures of 20 mpg city, 27 mpg highway, and 23 mpg combined, which is about 3 mpg less than the last CLE450 I drove.

The CLE450 drives with the smoothness and refined power of a true grand tourer. The CLE 53 feels very different. It's aggressive and athletic. The AMG tuning eliminates some of the CLE's niceties, as the cabin is noticeably louder and the ride more harsh.

But that's the trade-off you make for the gains in handling and performance you get.

With a 0-60 time of 4.0 seconds, according to Mercedes, the CLE 53 is just 0.2 seconds quicker than the CLE450.

That isn't much and makes me miss the brute horsepower and noise of the handbuilt AMG V8s that once powered the old C63 coupe.

But AMG's work on the CLE's adaptive suspension, all-wheel-drive system, and rear axle steering really shines.

Despite its hefty curb weight of 4,400 lbs, the 53 felt remarkably nimble and confident through the winding mountain roads of North Georgia.

Its interior is an elegant blend of modern design and callbacks to classic Mercedes-Benz of days gone by, like the giant 11.9-inch touchscreen sitting below the trio of vintage turbine-design air vents.

Material and build quality are excellent. My test car came with elegant metal weave design trim pieces that not only look great but are also less susceptible to the unsightly smudges and scratches that plagued the shiny piano black lacquer trim found on the other CLEs I've driven.

Despite having years of experience using them, I still find the capacitive touch controls found throughout the cabin to be a bit clumsy and less precise than physical controls.

The system is pretty well sorted at this point. It's responsive and easy to navigate, and the graphics look terrific. The system's overeager voice assistance is also far less intrusive than in past iterations.

The car comes standard with wireless Apple CarPlay and Android Auto.

Instead of a traditional gauge cluster, the CLE has a 12.3-inch digital display. It's highly configurable, with layouts ranging from a traditional dual analog gauge look to a full-page navigation map.

The CLE is a true 2+2 with a pair of bucket seats in the back, suitable for quick trips around town.

That's a shame because the Mercedes-Benz Distronic system is excellent. It's about as close as you can get to a legitimate hands-free system without being one.

The CLE 53 is objectively a great luxury sport coupe. Its suspension and steering are beautifully tuned, and its cabin is a wonderful place to be.

Despite all the joy I derived from driving it, I couldn't help but think how the true excellence of AMG's tuning work might shine even brighter with the brute force of a V8.

Do it, Mercedes. Give us a CLE 63.

The base front-wheel-drive 2025 Rogue S starts at $29,230, while the fully-loaded all-wheel-drive Rogue Platinum starts at $40,920.

The middle-level Rock Creek trim starts at $35,420, but premium paint, luxury options, and freight fees push the as-tested price to $38,025.

The Rock Creek trim comes with a black front grille with Lava Red accents and triple air vents that evoke Nissan's rugged Hardbody pickup trucks of the late 1980s and 1990s.

Frustratingly, the Rock Creek edition has the same 8.2 inches of ground clearance as all other Rogues. It's also missing the underbody skid plates needed for rough terrain, like those found on Nissan's off-roading-focused PRO4X trim Frontier pickup.

Nissan's KR15DDT turbocharged variable compression engine produces a solid 201 horsepower and 225 lb-ft of torque. The gutsy three-cylinder engine also emits a surprisingly robust sound.

The three-cylinder engine is equipped with Nissan's unique variable compression technology, which can vary the compression ratio for hard acceleration or more efficient operation while cruising.

The transmision remains the weak point in the Rogue's drivetrain and doesn't fully exploit the punchy turbocharged engine's performance. The transmission feels inconsistent, and its artificial shift points feel a bit rubbery.

My test car boasted EPA fuel economy figures of 27 miles-per-gallon city, 32 highway, and 29 combined. The Rock Creek, with its bulky all-terrain tires, gets two miles per gallon less than other all-wheel-drive Rogues.

My test car came with the same five different drive modes (Eco, Snow, Sport, and Off-road) as all AWD-equipped Rogues. However, the Rock Creek edition is the only trim to get Hill Descent Control, which helps maintain traction down steep slopes.

Just like the Rogue SL I drove a few months ago, the Rock Creek delivers a friendly and pleasant driving experience. The chunky all-terrain tires have not hindered the Rogue's on-road performance or contributed to any appreciable road noise. In fact, its more substantial sidewalls contribute to a softer, more comfortable ride.

The Rogue's turbocharged engine produces strong power throughout the rev range, and it remains remarkably quiet and smooth even under the strain of hard acceleration.

The cabin's ergonomics and build quality are excellent. All of the controls and buttons are intuitively placed, making button hunting minimal. There are also plenty of storage nooks and a variety of USB, 12V, and wireless charging options.

Atop the center console is a small eight-inch infotainment touchscreen. Higher trim models get a sleek 12.3-inch unit. The NissanConnect infotainment system is pretty simple and easy to use but feels dated.

Fortunately, Apple CarPlay and Android Auto come standard.

Exclusive to the Rock Creek trim is a special Off-Road View feature that gives the driver a visual of what's immediately in front of and on the side of the vehicle, allowing for more precise tire placement when off-roading.

The seats, which are upholstered in black leatherette and waterproof nylon, were incredibly comfortable.

Its 38.5 inches of legroom is on par for the segment.

Fold down the rear seat to expand cargo capacity to 74.1 cubic feet, smaller than competitors like the Hyundai Tucson and Honda CR-V

The adaptive cruise control and lane-keep assist worked well on straight roads.

Despite the rugged styling, the Nissan Rogue Rock Creek is not a true off-roader, thanks to its funky transmission and the lack of skid plates to prevent damage to the underbody.

Thus, it's neither a pavement princess nor a rock-crawling beast. It lives somewhere in the middle. Perhaps as a helpful tool for the weekend adventurer who needs to drive on dirt roads to reach a campsite.

The reality is that most Rogue Rock Creeks will never leave the pavement and will be destined to spend their lives shuttling about suburbia. And that's OK because, at its core, the Rogue is an excellent compact crossover with a peppy performance, good fuel economy, and a comfortable cabin.

The GLC's front and rear facia incorporate the latest look of Mercedes' C-Class sedans, evolving the overall shape that made the first-generation variant so popular with consumers.

The highlight of the new looks is the large mesh front grille comprised of small three-pointed starts surrounding the large Mercedes-Benz emblem in the center.

My test car came with the AMG package, which includes attractive black, 20-inch multispoke wheels and perforated brake discs.

Overall, the second-gen GLC is longer, lower, and boasts a slightly wider track than the vehicle it replaced. It's also more aerodynamic, with a 0.29 drag coefficient.

The 350e is powered by a 2.0-liter, turbocharged, inline four-cylinder engine producing 201 horsepower and 236 lb-ft of torque. It's paired with a 134-horsepower electric drive motor to produce 313 horsepower and 406 lb-ft of torque in total system output.

Power gets to the pavement through a nine-speed automatic transmission and Mercedes's 4Matic all-wheel-drive system.

The GLC PHEV is good for 25 MPG of fuel economy in combined driving when using just the internal combustion engine. Factor in the hybrid system, fuel economy increases to 64 MPGe, according to the EPA.

The GLC has 54 miles of all-electric range thanks to its 23.3 kWh battery pack.

According to Mercedes, the 350e can charge from 10% to 80% in 20 minutes using a DC fast charger at a rate of 60 kW. With a standard household level-2 plug, the GLC can charge from 10% to full in under three hours.

The overall driving experience was pleasant and civilized.

The steering was precise and well-weighted, and the front coil suspension and rear air suspension combined to deliver a soft and smooth ride.

With the ICE and electric drive systems operating in harmony, the 350e felt smooth and effortlessly powerful. While I did detect some hesitation when switching between various EV, hybrid, and ICE driving modes, the hybrid system was fairly seamless in operation.

Despite its 313 horsepower and 406 lb ft. of torque, the PHEV GLC wasn't any quicker than the standard GLC 300, which has 255 horsepower under its hood.

That's because the GLC hybrid carries an additional 1,000 lbs of heft.

The GLC shares much of its cabin design with the current C-Class sedan and the new CLE Coupe and Cabriolet.

That's a good thing because it looks terrific. The interior blends modern tech and design like the metal weave center console, massive LED displays, and LED ambient lighting with callbacks to classic Mercedes-Benz design with the vintage turbine design air vents and fine wood trim.

The only real complaint I have, and one that I have with most modern Mercedes cabins, is the touch controls, which look great but can be fussy and imprecise to use while driving.

The GLC's 16-way power front seats, which are heated and ventilated, were very comfortable.

The sienna brown and black seats were upholstered in a material called MB-Tex, which does a fair approximation of real leather.

In front of the driver is a stylish, leather-wrapped, heated AMG flat-bottom steering wheel.

The 12.3-inch configurable instrument display can be tailored to the needs of the driver with different designs focused on assistance features, the navigation system, and even off-road driving.

The focal point of the GLC's center stack is a large 11.9-inch infotainment touchscreen. The screen is equipped with the third-generation Mercedes-Benz User Experience infotainment system, which is pretty well sorted at this point. It's responsive and easy to navigate, and the graphics look terrific. The system's overeager voice assistance is also far less intrusive than in past iterations.

The system's built-in navigation maps look spectacular, and the image quality of the GLC's surround-view cameras is equally impressive.

My test car came with the Guard 360 system, which uses the GLC's surround-view camera system to actively monitor the SUV and take time-stamped images of events such as collision damage when parked.

The optional 710-watt, 15-speaker Burmester 3D audio system sounds crisp and powerful. The system's metallic speaker covers also look fantastic.

Among the 350e's various drive modes is an off-road mode that allows the PHEV to tackle rough terrain using only its electric drivetrain.

The GLC can also be had with a "transparent hood" feature that allows the driver to see through the hood at what's under and immediately in front of the vehicle when driving off-road.

The Mercedes Panorama roof, a $1,500 option, floods the cabin with natural light with minimal effect on headroom.

The GLC comes standard with a host of safety tech, including adaptive high beam assist, blind spot assist, and active parking assist.

However, you'll need to pay for the $1,950 Driver Assistance Package to get Mercedes' outstanding Distronic adaptive cruise control, evasive steering assist, and other high-tech features.

The base 2025 Sorento LX starts at $31,990, while the range-topping X-Pro SX Prestige AWD trim starts at $47,390.

With fees, my top-of-the-line, Georgia-made test car came out to $48,285.

The current fourth-generation Sorento debuted in 2021 and received a mid-cycle refresh in 2024 with some updated styling and tech.

The revised front end, with its squared edges, vertical LED headlights, and rectangular grille, looks bold and rugged. It draws heavily from the brand's flagship Telluride SUV.

My test car boasted a limited 6.9 inches of ground clearance, less than the Subaru Outback and Honda Passport, both of which offer more than eight inches of clearance.

My high-end test car was powered by a 281 horsepower turbocharged engine with an eight-speed dual-clutch automatic transmission.

The Sorento can also be had as a hybrid with 227 horsepower and as a plug-in hybrid with 261 horsepower and 31 miles of electric range.

My all-wheel-drive, turbocharged test car boasts EPA fuel economy figures of 20 mpg city, 27 mpg highway, and 23 mpg combined, pretty par for the course in this part of the market.

Kia's 2.5-liter turbocharged engine and eight-speed DCT combine to make the Sorento a surprisingly peppy SUV. Power delivery felt immediate, consistent, and pretty smooth for a turbocharged four-cylinder.

The SUV's responsive steering makes it one of the better-handling midsize SUVs I've driven.

According to Kia, my 4,250-pound test car could accelerate from 0 to 62 mph in 7.5 seconds with a top speed of 131 miles per hour.

The updates to Sorento's interior really helped keep it competitive with newer entrants to the segments. The centerpiece of the new cabin is the curved panoramic display sitting atop the front dash, made up of a 12.3-inch instrument panel and a 12.3-inch infotainment touchscreen.

The Sorento's overall interior material and build quality are solid. It's also thoughtfully designed with intuitively located controls. My only real gripe is with the small center stack display that houses both audio and climate controls. The screen switches between the two sets of controls and can be ungainly to use.

The panoramic roof is available on all Sorentos except the base trim.

The Sorento's 12.3-inch digital instrument display looks crisp but offers limited configurability. It's also home to one of my favorite features, the blind spot view monitor, which uses a camera mounted to the side mirrors to give you a live video feed of your blind spots anytime the turn signal is activated.

The seats, with decorative stitching, not only looked fancy but were also very comfortable.

The latest version of Hyundai/Kia's corporate infotainment system provides an excellent overall user experience.

The screen is also home to Sorento's 360-degree surround-view camera system.

Wireless Apple CarPlay and Android Auto are standard on all trims.

Regardless of seating configuration, the Sorento's 41.7-inch second-row legroom is impressive, eclipsing the larger Toyota Highlander and getting close to its big brother, Telluride.

With 29.6 inches of legroom, the two-person bench is comparable in space to an economy seat on a low-cost airline. Amazing, it actually beats the Toyota Highlander by 1.6 inches.

Fold down the third-row bench, and cargo capacity expands to an impressive 45 cubic feet. In total, the Sorento offers up to 75.5 cubic feet of cargo space with both rear rows of seats folded.

Adaptive cruise control is also standard across the board, but high-end models get fancier navigation-based systems with machine-learning capability.

The Kia Sorento offers shoppers an intriguing proposition: a handsomely styled, tech-laden family SUV with the people-carrying ability of a larger, midsize SUV like the critically acclaimed Telluride, but for about $5,000 less.

While you will have to make certain concessions, such as reduced interior and cargo space, a less refined ride, and a four-cylinder engine isn't as smooth as the Telluride's V6.

Even still, the Sorento will make a lot of sense for many families, especially those who like the flexibility of a third row and the choice of hybrid and ICE engines.

The Honda CR-V and Mazda CX-50 are similarly priced, with their most affordable hybrid models starting at $34,000.

My fully loaded CX-50 Hybrid Premium Plus and CR-V Hybrid Sport Touring test cars both start at around $40,000, with as-tested prices of $42,065 and $42,600, respectively.

The biggest difference is that all CX-50s come standard with all-wheel drive, but the feature only comes on the range-topping CR-V Hybrid Sport Touring.

The current generation CR-V is an attractively styled crossover with rugged, chiseled looks — but the CX-50 might be the best-looking SUV in the segment. The CX-50 features the latest derivative of Mazda's signature Kodo design language, marrying its traditional curves with a more rugged, squared-off athletic look.

At 186.1 inches, the CX-50 is one of the longest offerings in the segment and about 1.5 inches longer than the CR-V.

However, this doesn't translate to its interior, with the CR-V offering 103.5 cubic. feet of total passenger space to the CX-50's 97 cubic feet.

Honda's hybrid system features an 181 horsepower electric traction motor and a 161 horsepower electric generator motor mounted side-by-side in the engine compartment next to a 145 horsepower, 2.0-liter naturally aspirated four-cylinder engine.

The total system output for the CR-V comes to 204 horsepower.

In most instances, the CR-V Hybrid operates as a series hybrid, with the electric motors driving the wheels and the ICE engine focused on charging its small 1.06 kWh battery pack. However, the system can switch to parallel hybrid mode during highway cruising, with the ICE engine connecting to the front axle through a clutch.

The Mazda's hybrid system, sourced from Toyota, is a traditional parallel hybrid with a 2.5-liter, 176-horsepower, naturally aspirated four-cylinder engine paired with a pair of electric motors and a 1.59-kWh battery pack.

The Mazda's total system output is 219 horsepower.

Mazda and Honda take very different approaches to all-wheel drive.

The CX-50 depends on a 54-horsepower electric motor to create a virtual all-wheel-drive system, while the CR-V uses a physical connection to send up to 50% of the engine's power to the back. This setup is more in line with conventional SUVs.

The CR-V Hybrid with AWD boasts EPA fuel economy figures of 40 mpg city, 34 mpg highway, and 37 mpg combined. Front-wheel-drive hybrid models get about three additional mpg.

The all-wheel-drive CX-50 offers similar EPA fuel economy figures of 39 mpg city, 37 mpg highway, and 38 mpg combined.

The Honda CR-V is pleasant and inoffensive to drive, with a quiet and refined ride, but it's far from exciting.

Like the CR-V, the CX-50 is sensible, fuel-efficient transportation but brings a dose of Mazda zoom-zoom to the party.

The CX-50's steering is well-weighted and offers a decent amount of feedback for a vehicle of its type. The suspension is a bit stiffer than most of its rivals, which helps it approach corners with great composure, but it does compromise ride comfort a tad.

The Mazda's hybrid powertrain delivers peppy performance, especially in Power mode, thanks to the ample torque from its electric motors.

The CR-V cabin is comfortable and smartly organized, with exceptional build and material quality. Honda's engineers certainly prioritized practicality and durability over luxury.

Like the CR-V, the Mazda has strong build quality but also delivers a premium, upscale feel.

The CX-50's interior may feel more upscale, but the CR-V is roomier with more comfortable seats.

The CR-V's seats, designed to combat fatigue, proved to be supportive and comfortable on long drives. On the other hand, the CX-50's red leather seats, which look amazing, lacked cushioning and support. It felt like you were sitting on the seat instead of in it.

The two SUVs boast nearly identical front seat head and legroom, but the CR-V offers substantially more rear seat head and legroom.

The CX-50's 10.25-inch widescreen display looks great, but the software behind it makes daily use a bit weird. The display is only a touchscreen when Apple CarPlay or Android Auto is initiated. In all other instances, the system requires the use of a cumbersome rotary controller on the center console.

Despite being somewhat dated, the Honda's touchscreen interface is intuitively designed and far easier to use than the Mazda's.

The CR-V offers a stout 34.7 cubic feet of cargo space behind its rear seats, 5.5 cu. ft. more than the CX-50. Fold the down rear seats, and cargo capacity expands to 76.5 cu. ft., which trounces the 56.3 cu. ft. in the Mazda.

As much as I enjoyed the Mazda's peppy driving dynamics, the Honda's practicality and comfort won the day for me.

The base Nautilus Premiere starts at $51,890, while the top-spec Black Label trim kicks off at $75,050.

My mid-grade Reserve trim test car starts at $61,010. Freight fees and the other add-ons pushed the as-tested price past $67,000.

It's eye-catching and attractive but never feels the need to shout about it. There is no tacky body cladding or superfluous badging extolling the vehicle's luxury street cred. In fact, the word "Lincoln," shows up only once on the SUV (on the tailgate), and the Nautilus badge appears only twice, tastefully adorning the front doors. That's it.

It's a feature shared with the most recent Lincoln Continental sedan, one of my other favorite cars.

The Nautilus also comes with Ford's signature Securicode keyless keypad, as taple on high-end Ford models for more than 40 years.

Under the hood of my test is a 2.0-liter, turbocharged, direct-injected inline-four-cylinder engine producing 250 horsepower and 280 ft.-lb. of torque. It's paired with a traditional eight-speed automatic transmission and an all-wheel-drive system, which comes standard on all trims.

Despite the peppy acceleration from the 250-horsepower turbo four under the hood (0-60 in 7.3 seconds, according to Car and Driver), the Nautilus was made for comfortable cruising.

In fact, the SUV feels awkward and uneasy when pushed around corners, with understeering becoming more and more intense the quicker you go.

Keep the driving relaxed, and the Nautilus will reward you with a smooth and effortless experience.

The Nautilus comes with a four-year subscription to Ford's excellent Blue Cruise handsfree driving tech, which works brilliantly on straight sections of highway. The system augments the intelligent adaptive cruise control and lane-keeping systems that come standard on the Nautilus.

The interior is truly impressive. While the massive panoramic screen on the front dash may steal the show, it's Lincoln's thoughtful eye for detail that stands out, like the soft touch leather materials in high contact areas, upscale metallic and glass finishes on switch gear, and subtle wood grain accents create a refined and tasteful environment.

Overall ergonomics of the Nautilus interior are excellent, with plenty of story and charging options. Lincoln's build and the material quality of the interior are both excellent. Everything felt well screwed together with no rattles or squeaks around.

My only real gripe with the cabin is the need for physical climate controls.

The screen actually reminds me of the curved dash from Lincoln's boldly styled Mark 8 coupe of the 90s.

The Panoramic Screen is actually comprised of two smaller screens, the driver instrument display and navigation screen on the left and an information display in front of the passenger.

But as impressive as the big screen may look, it does feel a bit gimmicky. The passenger half doesn't do much apart from display information from a handful of widgets, such as the trip computer, audio info, weather, and clock.

Functionally, everything except for the instrument display is controlled using the 11.1-inch touchscreen on the center stack with a Google-based operating system.

The system was highly responsive and intuitively organized. It features built-in Google Maps, web browsing, and media streaming capability. The Nautilus also comes standard with wireless Apple CarPlay and Android Auto.

The flat-top wheel is certainly a striking design feature, but it's really an act of necessity to allow drivers visibility of the instrument display without the need for a massive steering wheel.

Even with the oval shape, I found myself needing to lower the wheel so that it would not obscure the instruments.

The leather, massaging front seats were some of the most comfortable and supportive I've experienced in a long time. The 24-way power adjustability allows you to really fine-tune the positioning of the seat.

It's basically an in-car spa experience that uses the seats' heat and massage features along with a selection of sounds, scents, and visuals to create a curated relaxation time for the driver when the vehicle is stationary.

The spacious rear cabin also comes with heated outboard seats, an AC power socket, and seatback USB-C plugs.

Fold down the rear seats, and cargo capacity expands to 68.8 cubic feet. The Nautilus, even in hybrid form, comes with a spare tire. Something that's becoming increasingly rare these days.

In the crowded luxury SUV market, Lincoln is fighting an uphill battle, especially for the attention of young buyers who tend to gravitate toward German brands.

With elegant looks, a refined ride, show-stopping tech, and an upscale interior that punches above its weight, the Nautilus is certainly an impressive new contender in the segment.

It's one I'd consider opening my wallet for.

Despite being labeled an SUV, the Hyundai Ioniq 5 N is a hot hatchback in the truest sense. It evokes classic rally racers from the 1980s and early 90s, like the Lancia Delta Integrale.

The N's revised front fascia features aerodynamic elements like wings and active air flaps for improved cooling. Out back, the N is equipped with a large spoiler up top and a diffuser that protrudes from the bumper to optimize airflow.

Compared to the standard Ioniq 5, the N is about an inch lower, two inches wider at the bottom due to wider tires, and over three inches longer due to the rear diffuser.

The N is equipped with a 233-horsepower permanent management synchronous electric motor up front and a more powerful 378-horsepower unit out back. Together, they produce 601 total system horsepower, nearly double the 320 horsepower of the regular AWD Ioniq 5.

The Ioniq 5 N features an 'N Grin Boost' feature that unleashes a temporary boost of extra power. By pushing the orange "NGB" button on the steering wheel, the Ioniq 5 N's total power output jumps from 601 to 641 horsepower in 10-second bursts.

The Ioniq 5 N takes everything that's wonderful about high-performance EVs, instant torque, and mind-bending acceleration and stuffs it into a package with the visceral pleasures of an internal combustion rally car.

When the right performance settings are engaged, a tachometer appears, and the car revs like it has a turbocharged four-cylinder engine under the hood, thanks to Hyundai's N Active Sound+ system.

Launch the EV, and its N e-shift feature allows you to work your way through simulated gears designed to mimic the feel of an eight-speed dual-clutch transmission.

It delivers a simulated ICE experience that feels slightly surreal but is like no other vehicle on the market.

Hyundai claims the 4,900-lb SUV can go from 0 to 60 mph in 3.25 seconds and reach a top speed of 162 mph. Motor Trend was able to go even quicker with a 0-60 time of just 2.8 seconds.

According to Hyundai, the Ioniq 5 N can charge from 10% to 80% in just 18 minutes at a rate of over 250kw. With a 240V level-two charger, its batteries can charge from 10% to 100% in about 7 hours.

The SUV also has bi-directional charging capability, which means it can power small appliances outside the vehicle.

The N gets upgraded 21-inch wheels with sticky 275mm wide Pirelli P-Zero tires. Behind the rims are massive 15.75-inch front brakes and 14.2-inch units in the rear.

Hyundai loaded its EV with an extensive array of tech that was designed to maximize the Ioniq 5's performance potential on the race track.

For example, drivers can manually tune torque distributed between the front and rear axles. There's also an electronic limited-slip differential for improved cornering performance and an upgraded thermal management system for its battery pack to limit power loss due to excessive heat.

The battery management system also allows drivers to pre-condition their batteries before driving for different types of racing, like a "Drag" mode for short bursts at full power or a "Track" mode that prioritizes sustained performance lapping a race course.

The Ioniq 5 N also has N Brake Regen, which maximizes the regenerative braking ability of its EV drive system to assist the vehicle's mechanical brakes to limit brake fade.

Finally, there's the N Drift Optimizer, AKA drift mode, which helps the driver maintain a drift through a corner.

The Ioniq 5 N's special lightweight sport bucket seats come with light-up "N" logos. The heated and ventilated faux leather bucket seats are well bolstered and proved exceptionally supportive in the corners. However, they are manually adjusted, which can be a bit of an annoyance when getting into and out of the vehicle.

The Ioniq 5's 12.3-inch touchscreen runs the latest version of Hyundai's corporate infotainment system, which is easy to navigate and loaded with features.

The screen also houses the N's many performance feature menus and a surround-view camera.

The Ioniq 5 N comes standard with wireless Apple CarPlay and Android Auto.

The Ioniq 5 N comes standard with pretty much every piece of safety and driver's assistance tech in Hyundai's arsenal, including a surround-view monitor, blind spot view monitor, blind spot collision avoidance, navigation-based smart cruise control, lane-following assist, and lane-keeping assist.

The base Nissan Frontier King Cab 4X2 starts at $32,050, while my top-of-the-range Frontier SL Crew Cab long-wheel-base 4X4 starts at $45,610.

Premium paint, floor mats, and shipping fees pushed the as-test price for the Mississippi-built truck to nearly $48,000.

The Frontier is an attractively designed truck. Its rugged, squared-off looks blend modern styling with design elements like the vents atop the front grille, inspired by Nissan's iconic Hardbody pickups of the late 1980s.

The truck's towing capacity varies by trim, with the highest being 7,150 lbs for the base Frontier S King Cab 4X2.

My SL grade test car came standard with a class IV receiver hitch member, trailer sway control, and a tow/ haul mode switch.

The Frontier's overall towing capability is on par with that of the midsize segment. However, those looking for a tow vehicle are better off shopping in the full-size segment.

With the Tacoma, Ranger, Colorado, and Canyon all powered by turbocharged four-cylinders, the Frontier is one of the last trucks in the segment to offer a V6.

My 4X4 test car boasts EPA fuel economy figures of 17 mpg city, 21 mpg highway, and 19 mpg combined.

I had to be fairly ginger with the throttle to reach the EPA fuel economy figures, which weren't great to start out with. But that's the trade-off you have to make to keep the smooth V6 under the hood, and one I'm willing to make any day of the week.

The Frontier's four-wheel-drive system defaults to rear-wheel drive but can be switched to four-wheel drive using a rotary dial on the center stack. The two-speed transfer case offers a four-low setting for when the driver needs additional torque and traction when driving off-road or hauling heavy loads at low speeds.

The Frontier drives like the modern body-on-frame pickup truck it is. It rides well, coasting over bumps with ease thanks to its large tires, and offers a relatively quiet cabin even at high speeds.

The punchy V6 and nine-speed automatic combined to deliver strong and smooth acceleration on demand.

One negative that stood out to me was its abnormally heavy steering, which can make navigating tight spaces a chore.

While it isn't as refined as the passenger car-based Honda Ridgeline, the Frontier is more than civilized enough to be a comfortable everyday driver.

The Frontier's cabin is designed to be durable and easy to use. And that's exactly what it is. Ergonomics are excellent; all the buttons and switches are where one would expect them to be. The big rotary dials and physical buttons made on-the-fly use a piece of cake, especially during cold weather when the driver wearing gloves.

Although monotone and plasticky, the material quality is solid, and everything feels well put together. No errant squeaks or rattles were detected.

Lower trim levels come with cloth seating.

It's one of the few high-end Nissan models not to offer a fully digital instrument display.

Overall, the 12.3-inch screen looks great, and Nissan's infotainment system, while dated, is pretty easy to use. Unfortunately, its split-screen setup means you can only use 2/3s of its real estate.

However, Apple CarPlay and Android Auto, which are standard, do have access to the entire 12.3 inches of screen.

An eight-inch display comes standard on the base S trim.

Despite the upright seating position, the rear bench was comfortable to sit in. Rear seat passengers also get a power socket and USB plugs, as well as a sliding rear window.

Under the rear seats is also where you'll find the subwoofer for the 10-speaker Fender premium audio system.

The bed is also equipped with adjustable Utili-track cargo tie-downs.

Lane departure warning, blind spot warning, rear cross-traffic alert, rear sonar system, intelligent forward collision warning, and adaptive cruise control are all standard.

In a day and age of turbos, hybrids, and EVs, it's refreshing to encounter a no-nonsense pickup with decidedly old-school sensibilities that's also thoroughly modern.

From its basic work truck form to the fancy SL and off-road-focused Pro4X trims, the Frontier's core essence remains consistent. Everything is centered on its sturdy ladder frame chassis, bulletproof V6 engine, and easy-to-use cabin.

Even when loaded with tech and luxury features, the Frontier still feels like a true, rough-and-tumble truck. It conveys a sense of solidity that inspires confidence in its drivers.

It's been a decade since I last drove the second-gen Nissan Frontier, which was archaic even back then. The improvements and refinements made to the truck in recent years have been impressive.

And unless you need to tow massive trailers or boats all the time, the Frontier delivers pretty much everything you need in a truck for everyday life.

Honestly, it's the kind of truck I'd spend my money on.

The Equinox's redesigned sheet metal is rugged and athletic. Like other recent additions to Chevy's SUV lineup, its exterior design was heavily inspired by the brand's pickup trucks.

The most striking element of Equinox's new look is its front facia, which is dominated by a large, wide grille flanked on both sides by LED headlights with thin horizontal running lights up top.

Chevrolet did a good job with the Equinox's interior. Cabin ergonomics are excellent, with intuitively placed controls, a good balance between physical and digital controls, and oodles of useful storage.

There's also a good mix of different materials and textures, with red accents to add a pop of color to the cabin.

The red turbine-design air vents that felt out of place in the Blazer EV add an interesting visual element.

All trims come standard with a large 11.3-inch infotainment touchscreen running a Google-based infotainment system that proved to be highly responsive, smartly designed, and a piece of cake to navigate. Built-in Google Maps gives Chevy one of the best integrated navigation systems around.

In front of the driver is a flat-bottom steering along with a configurable 11-inch digital instrument display that comes standard on all trims. The display looks great and can be tailored to show traditional gauges, active driver's assistance features, and Google Maps.

Those willing to pony up an extra $1,495 can option this lovely panoramic sunroof.

My test came with an optional rear camera mirror, which is really useful rearward visibility is obstructed by passengers or cargo. The Equinox is also equipped with washer designed to keep camera free to road gunk.

My test car came with remote engine start, which activates by pressing the "looping arrow" button on the Chevy key fob.

Front-wheel-drive Equinoxes, which are equipped with a continuously variable transmission, come with two drive modes, Normal and Snow.

All-wheel-drive units, which have a conventional eight-speed automatic transmission, also get an Off-Road mode.

My test car's heated and ventilated power front seats featured attractive red accents and RS-branded headrests. The seats, which were upholstered in an imitation leather called Evotox, proved to be comfortable and offered good lumbar support.

The rear 60/40 split bench seat offers plenty of room for two adults. With 39.9 inches of legroom, the Equinox's rear cabin is larger than the Mazda CX-50 and Toyota RAV4's but trails the Nissan Rogue and Honda CR-V.

The rear seat passenger in my test car had heated outboard seats, dedicated AC vents, and USB sockets.

The Equinox is available with the optional HD Surround Vision 360-degree camera system, which offers the driver overhead and direct views of the vehicle's surroundings.

The Equinox comes standard with wireless Apple CarPlay and Android Auto.

The Equinox comes standard with Chevrolet's Autosense handsfree power liftgate, which opens automatically when you approach the rear of the vehicle with the key fob.

Open the liftgate, and you'll find 29.8 cubic feet of cargo space. The Equinox's cargo compartment is half a cubic foot larger than the Mazda CX-50 but roughly five cubic feet smaller than the Honda CR-V and a whopping 9 cubic feet smaller than the Hyundai Tucson.

When the rear seat is folded flat, cargo capacity expands to 63.5 cubic feet. Under the rear cargo floor, there's also a small storage area and a spare tire.

The Equinox comes standard with an impressive suite of safety and assistance tech, including adaptive cruise control, lane keep assist, and blind zone steering assist.

Additional features like traffic sign recognition and rear pedestrian alert are available as optional extras.

Although impressive, the plug-in hybrid drivetrain comes with a hefty $10,000 price premium over the standard GLC, which delivers superior internal combustion-only fuel economy and similar acceleration compared with the PHEV.

The base rear-wheel-drive version starts at $49,250, while the range-topping, high-performance version starts at $86,050.

The GLC's front and rear facia incorporate the latest look of Mercedes' C-Class sedans, evolving the overall shape that made the first-generation variant so popular with consumers.

The new GLC's 0.29 drag coefficient means it's also more aerodynamic than the outgoing model.

The 350e is powered by a 2.0-liter, turbocharged, inline four-cylinder engine producing 201 horsepower and 236 lb-ft of torque. It's paired with a 134-horsepower electric drive motor to produce 313 horsepower and 406 lb-ft of torque in total system output.

Power gets to the pavement through a nine-speed automatic transmission and Mercedes's 4Matic all-wheel-drive system.

The GLC PHEV is good for 25 MPG of fuel economy in combined driving when using just the internal combustion engine. Factor in the hybrid system, fuel economy increases to 64 MPGe, according to the EPA.

The GLC can charge from 10% to 80% in 20 minutes using a DC fast charger at a rate of 60 kW.

With a standard household level 2 AC plug, the 350e can charge from 10% to full in under three hours.

The overall driving experience was pleasant and civilized.

The steering was precise and well-weighted, and the front coil suspension and rear air suspension combined to deliver a soft and smooth ride.

With the ICE and electric drive systems operating in harmony, the 350e felt smooth and effortlessly powerful. While I did detect some hesitation when switching between various EV, hybrid, and ICE driving modes, the hybrid system was fairly seamless in operation.

Despite its 313 horsepower and 406 lb ft. of torque, the PHEV GLC wasn't any quicker than the standard GLC 300, which has 255 horsepower under its hood. Both can do 0-60 mph in 6.2 seconds, according to Mercedes-Benz.

That's because of the GLC350e's weight.

At 5,500, the PHEV battery and electric drive system add roughly 1,000 lbs of heft to the ICE GLC, which negatively affects the vehicle's performance and efficiency, especially when in ICE-only mode.

The GLC shares much of its cabin design with the current C-Class sedan and the new CLE Coupe and Cabriolet.

That's a good thing because it looks terrific. The interior blends modern tech and design like the metal weave center console, massive LED displays, and LED ambient lighting with callbacks to classic Mercedes-Benz design with the vintage turbine design air vents and find wood trim.

The only real complaint I had, and one that I have with most modern Mercedes cabins, is the touch controls that look great but can be fussy and imprecise to use while driving.

Also, in front of the driver is a highly configurable 12.3-inch high-definition digital instrument display.

The sienna brown and black seats were upholstered in a material called MB-Tex, which does a fair approximation of real leather.

The screen is equipped with the third-generation Mercedes-Benz User Experience infotainment system that's pretty well sorted at this point. It's responsive and easy to navigate, and the graphics look terrific. The system's overeager voice assistance is also far less intrusive than in past iterations.

The system's built-in navigation maps look spectacular, and the image quality of the GLC's surround-view cameras is equally impressive.

Passengers riding the split rear bench seat are treated to the same upholstery and ambient lighting, and a solid 37.4 inches of legroom.

With the seats folded, the cargo capacity expands to around 56 cubic feet. There is a small underfloor storage hook for tools and an emergency tire inflation kit.

The biggest difference between the 350e and the internal combustion-only models is a slight hump in the rear cargo floor and the storage bag for its charging cables, both of which eat into capacity.

However, you'll need to pay for the $1,950 Driver Assistance Package to get Mercedes' outstanding Distronic adaptive cruise control, evasive steering assist, and other high-tech features.

As a plug-in hybrid, the 350e is at its best if the consumer is committed to or able to keep its battery pack charged.

Without the benefit of juice from its battery, the 350e is effectively a GLC 300 with 1,000 lbs of extra weight, worse fuel economy, and a $10,000 price premium.

Keep the battery charged, and you have something special.

The 350e PHEV's 54-mile all-electric range means it'll be a de facto EV on most daily commutes, while the turbocharged engine guarantees range anxiety-free road trips.

At the same time, the SUV delivers the world-class tech and luxury experience expected of a vehicle carrying the vaunted three-pointed start.

It's the best of both worlds.

The QX80's cabin is luxurious, roomy, and loaded with tech. The new interior is a big step forward compared to the outgoing model.

I was impressed by Infiniti's excellent mix of materials in the cabin and the quality of the fit and finish. The dual 14.3-inch screen atop the front dash looked great. Unfortunately, the 9-inch touch control screen is a bit of a mixed bag. On one hand, it's a tidy way to organize a maze of controls, but it's far less intuitive to use than physical buttons would be.

Apart from that, interior ergonomics are solid, there's plenty of storage, and the 64-color configurable ambient lighting looks great.

The design of the new QX80 is bold enough to hold your attention but doesn't veer into the garish. It features the latest interpretation of Infiniti's Artistry in Motion design language, highlighted by a large double-arch front grille inspired by bamboo forests.

Under the hood is a 3.5-liter, twin-turbocharged V6 that produces 450 horsepower and 516 lb-ft of torque. It replaces the previous generation's naturally aspirated V8. The VR series V6 is velvety smooth and feels eager to deliver its power.

My QX80 Luxe test car boasts EPA fuel economy ratings of 16 mpg city, 19 mpg highway, and 17 mpg combined.

My test car came with an electronic air suspension system. The suspension can be lowered by 1.2 inches to improve aerodynamics while driving and 2.8 inches for easier ingress and egress. In off-road mode, it can be raised 2.1 inches over its normal ride height to help clear obstacles.

In front of the driver is a 14.3 digital instrument display and a heated leather-wrapped steering wheel. The high-quality configurable gauge display is augmented by an optional head-up display.

The QX80's 14.3-inch touchscreen is equipped with Nissan/Infiniti's latest InTouch infotainment system, which is elegantly designed and easy to navigate. The system features built-in Google Maps, Google Assistant, and Amazon Alexa. Wireless Apple CarPlay and Android Auto are also standard.

The Infiniti's tan leather-upholstered seats were soft, supportive, and offered great adjustability. However, the heated and ventilated driver's seat in my test car did not have the optional massage function, although the passenger seat did.

QX80s also come standard with the second-row captain's chairs. The QX80's second-row seats are heated, power-operated, and come with a solid 39-inch legroom.

Second-row passengers also have access to their own climate controls and a handful of USB sockets. The top tier Autograph trim comes with massaging seats.

Third-row passengers have a generous 32.9-inch legroom, roughly the same amount of space you get in coach on a plane. The 60/40 split third-row bench comfortably accommodates two adults, but things get tight if you try to squeeze three people back there.

All QX80s come with a panoramic glass moonroof.

Open the liftgate, and you'll find a stout 22.3 cubic feet of cargo space. With the third row folded, cargo space expands to 59 cubic feet. Fold down the second row, and you'll get a cavernous 101 cubic feet of room.

There's a small underfloor storage area behind the third row.

All QX80s come with remote engine start, which is activated by pressing the "curved arrow" on its key fob.

My QX80 Luxe test car came with a sweet-sounding, 14-speaker, 600-watt Klipsch audio system. Higher-tier Sensory and Autograph models get an even more powerful, 1,200-watt, 24-speaker Klipsch premium audio system. Autograph models even get stylish metal-trimmed speakers built into their front headrests.

The QX80's camera system includes a new invisible hood view that allows the driver to see what is immediately in front of and underneath the front of the vehicle. This feature is great for squeezing into tight parking spots or even when off-roading.

The QX80 comes standard with a 3D Around View Monitor system, which is handy for maneuvering in tight spaces. It also has a new three-dimensional spin feature that lets you see the vehicle's surroundings from eight pre-selected angles.

The QX80 is rated to tow up to an impressive 8,500 lbs with an integrated class IV tow-hitch and seven-pin wiring harness.

The SUV also comes with a special drive mode geared for towing, while its rearview camera and blind spot warning are designed to assist with hitching up a trailer and ensure safe driving while trailering.

Infiniti's flagship SUV comes standard with its smart handsfree liftgate that activates by kicking your leg under the rear bump. Once the liftgate is open, you can lower the height of the vehicle by 2.8 inches to make loading cargo easier.

The QX80 comes standard with adaptive cruise control and lane-centering technology. You can upgrade to ProPilot Assist 2.1, which allows drivers to take their hands off the steering in certain highway driving conditions.

The Trax features a muscular and athletic design with broad shoulders that GM says is inspired by the big brother, the Chevrolet Blazer.

The design gives the impression that the Trax is bigger and wider than it actually is. I think it looks terrific.

The Chevrolet Trax comes in five versions, with the base LS trim starting at $20,400. The range-topping 2RS and Activ trims start at $24,300.

Freight fees, a sunroof, and optional driver assistance tech pushed the as-tested price of my Korean-made Trax 2RS test car to $27,085.

All versions of the Trax are powered by a 1.2-liter, turbocharged, direct-injected Ecotec three-cylinder engine that produces 137 horsepower and 162 lb.-ft. of torque.

The turbo three, shared with the Buick Envista, is mated to a shiftable six-speed automatic transmission driving only the front wheels.

The engine has enough juice to tackle daily errands around town but can feel overmatched when the vehicle is loaded with passengers or cargo.

My 2RS test car boasts solid EPA fuel economy ratings of 28 mpg city, 32 mpg highway, and 30 mpg combined.

The Trax's cabin is intuitively designed with decent material quality. The Chevrolet Trax is a great example of delivering an interior on a budget without it feeling cheap. It would be a stretch to call the interior luxurious or premium, but it also doesn't punish you for being frugal.

Interior quality is good, and there are plenty of soft-touch materials in the high-contact area. The red turbine-design air vents that felt out of place in the pricier Blazer EV worked well here to add a pop of color and visual appeal to the cabin.

My test car came with an 11-inch infotainment touchscreen. The Trax's infotainment system has fairly limited features, but what it does have is very intuitive to use.

Lower trims get a smaller eight-inch screen.

There's standard wireless Apple CarPlay and Android Auto compatibility, as well as a backup camera.

The Trax 2RS comes with a stylish heated flat-bottom steering wheel.

The Trax comes standard with a traditional analog gauge cluster, but higher-end models come with an eight-inch digital instrument display.

As with most recent GM models, the Trax comes with handy audio controls on the back of the steering wheels.

My test car came with remote engine start, which activates by pressing the "curved arrow" on the Chevy key fob.

The feature is also available on lower trim levels but as part of an optional convenience package.

The Trax offers an impressive amount of room for a subcompact crossover. With 38.7 inches of legroom, the offers 2.5 inches more than the Mazda CX-30 and six inches more than the Toyota Corolla Cross.

Rear seat passengers also have access to dedicated USB-A and USB-C plugs.

My test car comes with comfortable RS-branded Evotex faux leather upholstered seats. Lower trims have traditional cloth seats.

My 2RS trim test car came with optional 19-inch black-painted machined aluminum wheels. The base Trax LS has 17-inch steel wheels, while all other trims have 17-, 18-, or 19-inch aluminum wheels.

Spare tires are becoming increasingly rare these days, especially in lower-priced vehicles where the carmaker is trying to keep weight and cost under control. So I appreciate Chevy for making the decision to offer them instead of giving us a can of fix-a-flat.

The Trax 2RS comes standard with the Chevy Safety Assist, which includes key features such as forward collision alert, lane keep assist, Intellibeam headlights, front pedestrian braking, and automatic emergency braking.

Adaptive cruise control requires an extra Driver Confidence Package.

Behind the rear seats, the Trax boasts a formidable 25.6 cubic feet of cargo space. The Trax's 60/40 split rear bench can fold nearly flat to expand cargo room to 54.1 cubic feet.

I was impressed by the Ioniq 5 N's retro rally car looks, supercar performance, and advanced driving and infotainment tech.

I was disappointed with the high-performance Hyundai's limited EV range.

The base 2025 Hyundai Ioniq 5 starts at $42,500, while the Ioniq 5 N starts at $66,100.

Freight fees and floor mats pushed the as-tested price for my test car to $67,685.

Despite being labeled an SUV, the Hyundai Ioniq 5 N is a hot hatchback in the truest sense, evoking classic rally racers from the 80s and early 90s like the Lancia Delta Integrale.

The N's revised front fascia features aerodynamic elements like wings and active air flaps for improved cooling. Out back, the N is equipped with a large spoiler up top and a diffuser that protrudes from the bumper to optimize airflow.

Compared to the standard Ioniq 5, the N is about an inch lower, two inches wider at the bottom due to wider tires, and over three inches longer due to the rear diffuser.

Behind the rims are massive 15.75-inch front brakes and 14.2-inch units in the rear.

The Ioniq 5 N is built on Hyundai's Electric-Global Modular Platform (E-GMP), which is also shared with Genesis GV60 and Kia EV9.

According to Hyundai, the Ioniq 5 N can charge from 10% to 80% in just 18 minutes at a rate of over 250kw. With a 240V level-two charger, its batteries can charge from 10% to 100% in about 7 hours.

The SUV also has bi-directional charging capability, which means it can power small appliances outside the vehicle.

The EPA rates the Ioniq 5 N for just 221 miles of range. Due to cold weather, I struggled to get 205 miles out of a charge.

The Ioniq 5 N's biggest shortcoming is its lack of range. The regular Ioniq 5 with a similar battery pack is rated for up to 318 miles in rear-wheel drive guise and 290 miles with all-wheel drive.

(High-performance EVs tend to be rated for shorter ranges, due to the power required for faster acceleration or more power.)

Instead, you'll find a plastic lid that hides batteries and electronics from view.

By pushing the orange "NGB" button on the steering wheel, the Ioniq 5 N's total power output jumps from 601 to 641 horsepower in 10-second bursts.

The Ioniq 5 N is a dream to drive. It takes everything that's wonderful about high-performance EVs, instant torque, and mind-bending acceleration and stuffs it into a package with the visceral pleasures of an internal combustion rally car.

As a result, it all feels slightly surreal. The Ioniq 5 N is a dual-motor EV, but when the right performance settings are engaged, a tachometer appears, and the car revs like it has a turbocharged four-cylinder engine under the hood.

Launch the Ioniq 5 N, and the paddle shifter allows you to work your way through the gears by simulating an eight-speed dual-clutch transmission.

It delivers a simulated ICE experience like no other vehicle on the market.

Hyundai claims the 4,900-lb SUV can go from 0 to 60 mph in 3.25 seconds and reach a top speed of 162 mph.

Despite the flashy exterior, you'll find a cabin that's anything but flashy. Instead, the focus here is to make the Ioniq 5 N easy to live with as a daily driver.

The ergonomics and quality are both excellent. There's loads of storage space and charging options. I also love the folding cup holder, which tuck out of the way for additional storage.

The heated and ventilated faux leather bucket seats proved exceptionally supportive in the corners. However, they are manually adjusted, which can be a bit of an annoyance when getting into and out of the vehicle.

Instead of a traditional gauge cluster, the Ioniq 5 N comes with a configurable digital instrument display.

The Ioniq 5's shifter is located on the right side of the steering column, where the ignition key once lived. It's weirdly placed but oddly intuitive to use.

The touchscreen runs the latest version of Hyundai's corporate infotainment system, which is easy to navigate and loaded with features.

The screen is also home to the Ioniq 5 N's many performance features menus as well as its surround view camera.

The Ioniq 5 N comes standard with wireless Apple CarPlay and Android Auto.

Rear seat occupants get their own dedicated USB sockets and AC vents mounted on the B-pillars by the doors.

Fold down the 60/40 split rear bench, and cargo capacity expands to 59.3 cubic feet.

The back of the Ioniq 5 N also has a small underfloor storage nook. That's where you'll find its charging cables and tire inflation kit.

Standard features include a surround-view monitor, blind spot view monitor, blind spot collision avoidance, navigation-based smart cruise control, lane-following assist, and lane-keeping assist.

Driving the Hyundai Ioniq 5 N feels like the steak scene from the Matrix. My brain tells me this Soultronic Orange Hyundai looks and sounds like a snarling turbocharged rally car from the 80s; Stomp on the gas, and it accelerates like a bat out of hell, too.

But I also know it's all fake. There's no boosted four-banger under the hood and the sound is coming from speakers

At the end of the day, though, I don't care. Ignorance is bliss because I enjoyed every second I had behind the wheel of the Ioniq 5 N.

My only gripe is that the battery runs out of juice before I am ready to go home.