I was impressed by the new Equinox's handsome styling, good tech content, and well-designed passenger cabin.

I was disappointed by the Equinox's lackluster powertrain and limited cargo capacity.

The base front-wheel-drive Equinox LT starts at $28,600, while the range-topping all-wheel-drive Activ and RS trims start at $35,000.

Fees and nearly $4,000 worth of optional luxury and technology features pushed the Mexico-made SUV's as-tested price to $40,370.

Like other recent additions to the Chevy's SUV lineup, the Equinox's 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.

At 183.2 inches long, the Equinox is roughly the same length as the Nissan Rogue but about 1.5 inches shorter than the Honda CR-V and three inches shorter than the Mazda CX-50.

The Chevrolet Equinox's only engine option is a 1.5-liter turbocharged four-cylinder that carries over from the previous generation.

The motor, which produces 175 horsepower and 203 lb-ft of torque, is mated to a new eight-speed automatic transmission on all-wheel-drive equipped models. Front-wheel-drive Equinox's get a continuously variable transmission.

The EPA rated my Equinox RS AWD test car at 24 mpg city, 29 mpg highway, and 26 mpg combined. Front-wheel drive variants get one extra MPG in combined driving.

These figures fall short of the all-wheel-drive Honda CR-V and Nissan Rogue's fuel economy ratings of 28 mpg and 31 mpg, respectively.

How was the Equinox to drive?

Let's start with the good part. It rode exceptionally well, successfully cushioning rough roads without feeling floaty. It also handled corners with relative ease.

But all of that good work was undone by the truly lackluster performance of its drive train.

Even with fairly smooth shifts from GM's Hydra-Matic eight-speed automatic, stepping on the gas pedal usually results in some intrusive engine noise but not much else. You can feel the little four-cylinder's 175 ponies trying their hardest to drag along the 3,600-lb SUV, but the Equinox is just woefully underpowered.

This was particularly evident when merging onto the highway or tackling mountain roads in the foothills of the Appalachians.

According to Motor Trend, the 2025 Equinox can make the run from 0 to 60 mph in a leisurely 9.2 seconds. This was the slowest of the nearly three dozen vehicles I tested this year.

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.

The Google-based infotainment system is 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.

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

My test car also came with the optional 360-degree surround-vision camera.

Also in front of the driver is 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.

It was a $1,495 optional extra.

The black seats, upholstered in an imitation leather called Evotex, feature attractive red accents and RS-branded headrests.

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'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.

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

Chevrolet came so close to excellence with the 2025 Equinox. They nailed the styling, the interior, and the tech. But alas, the engine. No modern compact SUV can make do with just 175 horsepower. Even the similarly sized 1999 Chevy Blazer from a quarter century ago had 190 ponies. I recognize the importance of fuel economy standards in the decision-making process, but Equinox cries out for more power.

Fix the engine and you truly unleash the potential of the Equinox.

The Envista's front-end design is bold and elegant. The Envista's front fascia draws heavily from Buick's recent Wildcat EV concept car and features thin "wing"-shaped LED running lights flanking the brand's newly redesigned Tri-Shield logo.

Its raked rear roofline blends seamlessly into the vehicle's overall design. Unlike many contemporaries, the Envista doesn't look like an SUV with part of its roof lopped off.

The base Buick Envista in Preferred trim starts at $22,400, while the range-topping Avenir trim starts at $28,600.

My mid-tier Envista Sport Touring starts at $24,100. Freight fees, premium options, and upgraded Moonstone Gray Metallic paint elevated the Korean-made crossover's as-tested price past the $29,000 mark.

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

The turbo three, shared with the Chevrolet Trax, is mated to a shiftable six-speed automatic transmission and drives only the front wheels. The little engine isn't the most powerful motor around and can feel overmatched when Envista is loaded with passengers and cargo.

However, it does deliver solid fuel economy. My Envista ST test car boasted EPA fuel economy figures of 28 mpg city, 32 mpg highway, and 30 mpg combined. I was able to easily achieve 30 mpg in mixed driving during my time with the Buick.

The Envista's cabin is well designed with solid material quality. The Envista's cabin is a masterclass in delivering an upscale experience on a budget. Buick clearly saved where it could, with hard plastics dominating the lower portions of the interior and going with a single-zone climate control system instead of a multi-zone unit.

But they didn't cheap out for the high contact areas. The armrests and the steering are covered in soft-touch faux leather. There are different patterns and designs to break up the visual monotony of a black plastic cabin.

As a result, their penny-pinching didn't really detract from the user experience.

The Envista comes standard with an eight-inch digital information display instead of a traditional gauge cluster, a rarity for vehicles at this price point.

The heated black leatherette front seats feature Santorini Blue accents and "ST" branding on the headrests.

All Envistas come with an 11-inch infotainment touchscreen featuring standard wireless Apple CarPlay and Android Auto compatibility.

In front of the driver is a stylish flat-bottom steering wheel. As with other recent GM products, there are handy audio controls on the back of the steering wheel.

The Envista's engine can be started remotely by pressing the "curved arrow" on the Buick key fob.

Remote Start was part of a $1,195 convenience package that also included heated power seats, keyless entry, and a heated steering wheel.

The Envista's rear cabin offers great room for a vehicle of its size. With 38.7 inches of legroom, the Envista offers 2.5 inches more than the rival Mazda CX-30 and six inches more than the Toyota Corolla Cross.

Even with the raked roofline, headroom is more than adequate for most adults.

The Envista comes with a special Teen Mode that, when activated, can limit the vehicle's top speed, emit warnings when exceeding a pre-set speed, limit the audio volume on built-in and paired devices, and prevent the vehicle from shifting out of Park for 20 seconds when the seat belts have not been buckled.

Open the power rear lift gate, and you'll find a solid 20.7 cubic feet of cargo space behind the rear seats. The Envista's 60/40 split rear bench seats fold down to expand cargo capacity to 42 cubic feet.

Spare tires are becoming increasingly rare these days, especially in lower-priced vehicles where the manufacturer is trying to keep the price point under control. So I'm glad Buick/GM has decided to keep them instead of giving us a can of fix-a-flat.

The Envista ST comes standard with the Buick Driver Confidence Package, which includes IntelliBeam headlamps, a following distance indicator, forward collision alert, lane keep assist with lane departure warning, automatic emergency braking, and front pedestrian braking.

To add adaptive cruise control, lane change alert with side blind zone alert, and rear cross-traffic alert, you'll have to spend $595 on the Advanced Safety Package.

I was impressed by the QX60's sleek design, quiet ride, and well-designed cabin.

Unfortunately, the QX60 is let down by its unrefined turbocharged, four-cylinder engine, dated infotainment system, and cramped third-row.

The base, front-wheel-drive Infiniti QX60 Pure starts at $50,200, while the top-spec AWD Autobiography trim starts at $66,150.

My lower-mid-tier, all-wheel-drive Luxe trim test car starts at $58,800. Freight fees, upgraded Harbor Gray paint, and the $1,900 Black Edition package pushed the as-test price to $62,745.

Its subtle, sculpted curves, angular LED headlights, and large origami-inspired mesh grille give the Infiniti enough styling pizazz not to be boring.

The QX60's 6.7 inches of ground clearance is low for an SUV of the genre.

However, its 6,000 lbs towing capacity is higher than the segment norm of around 5,000 lbs.

The 2025 QX60 is powered by Nissan's KR20DDET 2.0-liter VC-Turbo engine. The turbocharged inline-four produces 268 horsepower and 286 lb-ft of torque and is paired with a 9-speed automatic transmission.

The four-cylinder is less powerful but produces more torque than the outgoing V6, which puts out 295 horsepower and 270 lb-ft of twisting power.

The "VC" part of the VC-Turbo moniker refers to Nissan's unique variable compression technology that can vary the compression ratio within the engine from 8:1 under hard acceleration up to 14:1 for more efficient operation while cruising along.

The EPA rates my all-wheel-drive Luxe Black Edition test car at 22 mpg city, 27 mpg highway, and 24 mpg combined fuel economy, a two mpg improvement over the V6.

The Infiniti has the potential to be a really pleasant-to-drive luxury SUV. It rides smoothly and has a quiet cabin.

Unfortunately, the entire experience is let down by its four-cylinder engine. The new VC-Turbo motor has plenty of power, but instead of delivering that power predictably and linearly, it vacillates wildly between no power and massive surges of acceleration. It's an acceptable trait for a Saab Turbo from the 1980s, but not in a modern luxury SUV.

According to Motor Trend, the VC-Turbo QX60 can accelerate from 0 to 60 mph in 7.9 seconds, a full second slower than the outgoing V6-powered variant.

Noise from the VC-Turbo engine can also be loud and intrusive, which is tolerable if the engine makes a nice sound. Unfortunately, that's not the case here, as the four-banger sounds cheap and tinny—again, not an acceptable trait in a luxury SUV.

The QX60's cabin looks modern and attractive, with good ergonomics and material quality. I found the wide variety of strategically placed charging sockets and storage nooks to be particularly handy on road trips.

The eight-way power black leather seats are also heated and cooled.

Also, in front of the driver is a configurable 12.3-inch digital gauge cluster.

Although Infiniti's Nissan-sourced infotainment system was fairly intuitive to use, it looks dated compared to those found in its rivals. I was annoyed by the screen's split layout, which only allows you to fully use two-thirds of the screen real estate.

My test car came with wireless Apple CarPlay, wired Android Auto, and a 360-degree camera system.

The feature is standard on all QX60s, which is impressive at this price point.

Second-row passengers have heated outboard seats, dedicated climate controls, and access to a pair of USB sockets.

It's one of the tightest third-rows in the midsize three-row SUV segment and should be reserved for children or very short trips.

Cargo capacity expands to 41.6 cubic feet with the third row folded into the floor and 75.4 cubic feet with the second row also folded.

All figures are significantly less than the rival Acura and Lexus.

All but the base Pure trim comes standard with adaptive cruise control, ProPilot Assist, lane departure prevention, and traffic sign recognition.

There's so much to like about the 2025 Infiniti QX60. It's a handsomely styled premium SUV with a well-executed cabin and solid tech content.

Unfortunately, that's all been overshadowed by its lackluster, unrefined powertrain.

The lure of the VC-Turbo engine's beefier low-end torque and better fuel economy is understandable.

That's such a shame.

The base front-wheel-drive Pilot Sport starts at $39,900, while the entry-level, front-wheel-drive Palisade SE starts at $36,650.

My well-equipped, Alabama-built Pilot Elite AWD test car started at $52,780 with an as-tested price of $54,630, while my loaded Hyundai Palisade Calligraphy AWD starts at $52,100. With fees, the Ulsan, South Korea-built SUV's as-tested price is $53,650.

The Pilot's blunted, truck-like front end looks great, but the Palisade's parametric jewel-style front grille takes the cake for me. It's a front facia that's both futuristic and elegant.

The Honda Pilot is one of the largest SUVs in its class. At 200 inches, my test car is about three and a half inches longer than the Hyundai Palisade.

It's also taller and wider than the Palisade.

While many of their contemporaries have turned to small, turbocharged four-cylinder engines for motivation, the Pilot and Palisade are both powered by smooth, naturally aspirated V6s.

The Palisade's 3.8-liter V6 produces 291 horsepower and 262 lb-ft of torque. It's paired with an 8-speed automatic transmission.

The Pilot is powered by a 3.5 liter, 285 horsepower V6 with 262 lb-ft of torque paired with a 10-speed automatic transmission.

To help save fuel, both engines are equipped with the universally loathed automatic stop-start system, while the Honda engine can also shut down three of its six cylinders when high power output isn't needed.

The EPA rates both vehicles for 19 mpg city and 21 mpg combined driving. However, the Pilot gets 25 mpg of fuel economy on the highway, one more than the Palisade.

The Pilot and Palisade are both naturally front-wheel-drive crossover SUVs with all-wheel-drive available as an optional extra.

Honda's i-VTM4 and Hyundai's HTRAC systems both operate in front-wheel drive when cruising, sending power to the back only when it detects traction loss.

What sets Honda's system apart is that it can target how much power each of the rear wheels receives, such as distributing more power to the outside rear wheel in a corner to reduce understeer and improve controllability.

Neither vehicle is particularly sporty to drive. The Pilot and Palisade lack the instant low-end torque of a turbocharged powerplant or an electric motor. The duo is also saddled with transmissions tuned for efficiency over outright performance.

Even though both models returned identical 0 to 60 mph runs of 6.9 seconds in Motor Trend's testing, the Palisade inched ahead of the Pilot in this department as it provided a more refined and pleasant driving experience.

The Palisade's drivetrain delivered power effortlessly, while it felt like the Pilot's engine and transmission combo had to strain a bit to get the vehicle going.

While both the Pilot and Palisade feature spacious, smartly designed cabins with high-quality materials and excellent ergonomics, they were executed in very different ways.

The Palisade's cabin is stylish and refined. It stands out for its quiet, isolating ride, design features like the airplane seat-style wing-out headrests, and creature comforts like the massaging ergo-motion driver seat.

The Pilot shines for its practicality and thoughtful touches, which help it excel at hauling people and their stuff. One such touch is the ingenious removable middle seat module, which can quickly transform the second-row captain's chairs into bench seats to accommodate extra passengers.

The Pilot and Palisade have two of the roomiest passenger cabins in the segment.

The Palisade offers about an inch and a half more second-row legroom compared to the Pilot, but it trails the Pilot by an inch in third-row legroom.

The Pilot's standard seven-inch and optional nine-inch displays are verging on unacceptably small for a vehicle in this segment. Especially when compared to the Palisade's standard 12.3-inch infotainment touchscreen.

Both systems are well-sorted, easy to use, and backed up by physical switches to help make use on the go a bit easier. However, I found the Hyundai system to be a bit more intuitive to use.

Apple CarPlay and Android Auto compatibility come standard on both vehicles.

Both vehicles also come with an intercom system that allows the driver and rear cabin passengers to communicate through the SUVs' speakers.

The Honda Pilot is ahead of the Palisade in overall cargo space, with up to 112.1 cubic feet of cargo space behind the first row versus 86.4 cubic feet for the Palisade.

The Honda Pilot and Hyundai Palisade represent excellence in the genre but through very different means.

The Palisade's level of luxury and refinement is truly noteworthy. I wouldn't feel cheated if Hyundai slapped and Genesis badge on it and jacked up the price by $10,000.

On the other hand, the Pilot's quality and thoughtful execution are the mark of a brand with a quarter century of experience building minivans that can withstand years of grueling school runs and the destructiveness of a bored, curious child.

Given their vastly different personalities, the vehicle I'd choose depends purely on my family's changing needs.

With younger children, I'd choose the Pilot's roomy, easy-to-use, and durable cabin. But as they and I grow older, count me in on the Palisade's refined, isolating ride and heated massaging seats.

The new Camry's styling is evolutionary rather than revolutionary, continuing Toyota's decision toward more angular and aggressive lines in recent iterations of the sedan.

The Camry's overall look, led by its distinctive hammerhead front end, is a far cry from the anonymous design that plagued earlier generations of the model.

All Camrys now come standard with the Japanese automaker's tried and tested hybrid system under the hood. The power unit consists of a 184 horsepower, 2.5-liter, naturally aspirated four-cylinder engine mated to a 134 horsepower electric traction motor and a lithium-ion battery pack.

The total system output is 225 horsepower sent to the front wheels through an electronically controlled continuously variable transmission.

All-wheel-drive models like my test car have a 40-horsepower electric motor mounted to the rear axle, which boosts total output to 232 horsepower.

My all-wheel-drive Camry XSE test car boasted EPA fuel economy figures of 44 mpg city, 43 mpg highway, and 44 mpg combined.

I managed to get within a couple of mpg of the EPA's combined fuel economy estimates, which is pretty impressive for a 3,700-lbs sedan that was driven quite aggressively.

If you value fuel economy above all else, consider the base front-wheel-drive Camry LE, which is rated for a Prius-esque 51mpg in combined driving.

Despite the athletic styling and firmer performance-tuned suspension of the XSE trim, the Camry is far from sporty.

The Camry's ride is quiet and compliant.

Thanks to its electric motors, the 232-horsepower hybrid system delivers smooth and spirited acceleration off the line.

Even under hard acceleration, the hybrid system remains up to the task with more than enough juice for on-ramps and highway passing.

The four-cylinder does emit a mild drone in protest when you gun the throttle, but it's not intrusive enough to detract from the driving experience.

According to Motor Trend, the hybrid 2025 Camry with all-wheel drive can accelerate from 0 to 60 mph in a respectable 6.8 seconds.

The Camry interior is traditional Toyota. It's well-designed, with impeccable ergonomics and plenty of storage and charging options. A good mix of physical and touch controls makes on-the-fly use a piece of cake.

Material and build quality are both excellent, with plenty of soft-touch materials strategically placed in high-contact areas.

In front of the driver is a heated leather steering wheel with paddle shifters and a configurable 12.3-digital gauge cluster that's only available on the XLE and XSE trims. My test car also came with the optional 10-inch color head-up display.

The Camry comes with an 8-inch touchscreen, but my test car had the optional 12.3-inch unit. The Camry's infotainment system is well-organized and fairly intuitive to use.

All trim levels come with wireless Apple CarPlay and Android Auto compatibility.

XLE and XSE trim Camrys can be optioned with a large panoramic glass roof that floods the cabin with sunlight.

The Camry comes standard with a backup camera. However, XLE and XSE trims can be optioned with Toyota's Panoramic View Monitor camera system.

The Camry offers drivers the choice of Eco, Normal, and Sport modes. Normal is the standard drive mode, while Sport mode offers peppier acceleration. Eco mode maximizes fuel economy by heightening the regenerative braking system to harness additional energy while dulling the throttle response to prevent aggressive acceleration.

There's also an EV mode that allows the Camry to operate for brief periods using only its electric motors at speeds up to 25 miles per hour.

XLE and XSE trim Camrys can be optioned with a nine-speaker JBL premium audio system that sounds great. The Camry comes standard with a six-speaker system.

The Camry XSE's leather-trimmed, eight-way power-adjustable front seats were comfortable and supportive, and they were also heated and ventilated.

The Camry's rear seats boast a stout 38 inches of legroom and 37.6 inches of headroom. Rear seat passengers also have the benefit of dedicated air vents and USB charging sockets.

Behind the rear seats is a decently sized 15.1 cubic foot trunk that can be expanded by folding down the rear seats. A spare tire is under the cargo floor.

The Camry comes standard with the latest Toyota Safety Sense 3.0 suite of driver assistance tech, which includes adaptive cruise control, lane departure alert, and proactive driving assist.

Features like lane change assist and rear cross-traffic braking are available only as part of pricey convenience packages, even on the highest trim.

I was impressed by the CLE450's powerful turbocharged, mild-hybrid inline six-cylinder engine, luxurious cabin, excellent tech content, and attractive styling.

There wasn't a lot wrong with the CLE, but my biggest gripe with it, and most current-generation Mercedes-Benz products, is their cumbersome capacitive touch controls. More on that later.

My CLE450 4Matic Coupe test car started at $65,650. Freight fees and a long list of tech, luxury, and styling options added nearly $13,000 to the price tag.

The CLE's front end features a large three-dimensional effect chrome grille that creates the impression of a galaxy of small stars surrounding a large central Mercedes-Benz three-pointed star logo.

The rear end of the CLE is dominated by its steeply raked roofline, prominent LED taillights, and large chrome faux exhaust tips.

At 191 inches, the midsize CLE is an inch shorter than the E-Class and six inches shorter than the C-Class Coupe.

The CLE450 is powered by a 3.0-liter turbocharged inline-six-cylinder engine that produces 375 horsepower and 369 lb-ft of torque.

Its 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 23 mpg city, 33 mpg highway, and 26 mpg combined.

The CLE450 delivers on its promise as a world-class grand tourer. The car is well-balanced with responsive steering. The suspension is set up more for comfort than outright cornering ability. But it remains a calm and collected customer in the twisty bits.

The turbocharged straight-six is smooth, dialing up near-instantaneous acceleration through its slick-shifting 9-speed automatic transmission and all-wheel-drive system.

The mild hybrid system performed as expected, effectively filling in any holes in the engine's torque and smoothing the traditional harshness of an auto start/stop system.

According to Mercedes, the 375 horsepower CLE450 can run from 0 to 60 mph in an impressive 4.2 seconds.

The CLE's cabin borrows heavily from the current C-Class. 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. However, I was not a fan of the shiny piano black lacquer Mercedes chose for the center console, which is highly susceptible to unsightly smudges and scratches.

My biggest complaint with the CLE's interior is the lack of physical controls. While the touchscreen and capacitive touch-sensitive buttons are modern and sleek, they feel imprecise and are clumsy to use, especially while driving.

The CLE has the third-generation Mercedes-Benz User Experience (MBUX) infotainment system. 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 screen is also home to the surround-view camera system along with a host of additional capabilities like YouTube video streaming and games.

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. The display is highly configurable, with layouts ranging from a traditional dual analog gauge look to a full-page navigation map.

My test car was also equipped with a handy color head-up display.

The seats are ventilated with built-in massage functionality.

The seats work for short trips, but the limited heat and legroom may make adults uncomfortable on longer drives.

The rear seats can fold down for additional cargo room.

Standard features on the CLE include adaptive high beam assist, active brake assist, Parktronic with active parking assist, blind spot assist, and Presafe.

You'll need to pay extra to get goodies like adaptive cruise control, automatic lane change assist, and active lane-keeping assist.

My time with the CLE450 has been a blast. The miles simply breeze on by. It dispenses a sense of joy and contentment that only happens when you are at the command of a high-performance machine while swaddled in modern, high-tech luxury.

And that's the definition of a truly excellent GT car.

The TLX's front end is highlighted by Acura's signature diamond pentagon grille flanked by Jewel Eye LED headlights.

The Type S gets special performance goodies, including a front splitter, rear decklid spoiler, rear diffuser, and large quad exhaust outlets.

The Acura TLX Type S is powered by a 3.0-liter V6 engine equipped with a single twin-scroll turbocharger, producing 355 horsepower and 354 lb.-ft. of torque. It's mated to a 10-speed automatic transmission.

The V6 is smooth, and its twin-scroll turbo helps it generate that power consistently and predictably.

My Type S test car boasted EPA fuel economy figures of 19 mpg city, 25 mpg highway, and 21 mpg combined.

Outside of the base TLX Technology Package, all other TLX trims come standard with the Honda/Acura's excellent Super Handling All-Wheel-Drive (SH-AWD) system.

Using a pair of hydraulically operated clutch packs, SH-AWD can send up to 70% of the engine's power to the back and then distribute as much as 100% of that power to either one of the rear wheels.

The system provides the nimble cornering capability of a rear-wheel drive vehicle with the traction and stability of all-wheel-drive.

The TLX Type S has four different drive modes, which are selected using a rotary dial on the center stack. For 2024, Acura sharpened up the throttle response for the Sport+ mode, which is used for maximum acceleration.

The TLX Type S is a legit sports sedan.

Its 355 horsepower, turbocharged V6 pulls strong through its broad power band. The 10-speed automatic transmission shifts quickly and smoothly.

According to Motor Trend, the Acura TLX Type S can accelerate from 0 to 60 mph in just 5.1 seconds.

Its steering is communicative and beautifully weighted. The TLX's finely tuned chassis and adaptive dampers helped it remain composed through the corners while pampering its occupants on the highway.

Despite being built on a front-wheel-drive platform, the TLX powers through the twisty bits with the zeal of a rear-wheel-drive sports sedan thanks to its clever torque-vectoring all-wheel-drive system.

The Type S's optional four-piston Brembo front brakes helped ensure consistent and confident braking action.

The TLX's cabin is a true standout.

The seats are exceptionally comfortable, and the bright red leather upholstery is a not-so-subtle reminder that this isn't any ordinary luxury sedan.

Cabin ergonomics, along with material and build quality, are generally excellent.

Despite being heavy on buttons, the front dash is logically organized, so everything you need is easy to find.

The TLX's cabin is also quieter than before. Acura improved and increased cabin noise insulation while also upgrading its ambient noise cancellation system.

The cabin also comes with a sunroof and configurable ambient mood lighting.

In front of the driver is a stylish Type S branded flat-bottom steering wheel. Instead of a traditional gauge cluster, there is a new configurable 12.3-inch digital instrument display. Also in front of the driver is a 10.5-inch head-up display only available on the Type S

The 2024 TLX has a new high-definition 12.3-inch screen. The system, which includes wireless Apple CarPlay and Android Auto as standard, was well-designed and fairly easy to navigate.

However, I was not a fan of the center console touchpad controller used to interact with the system. I found the touchpad to be cumbersome and difficult to use on the fly.

My test car also came with a handy surround-view camera system. The feature, only available on the Type S, can be manually triggered by tapping a button, smartly located at the end of a stalk on the right side of the steering column.

The TLX Type S's ELS Studio premium audio system sounded great. The 17-speaker system, available on the A-Spec and Type S, delivered a rich, powerful, bass-heavy sound.

My test car came with these stylish, lightweight 20-inch copper-finish Y-spoke alloy wheels. The copper-finish wheels and performance Pirelli Pzero tires were pricey options at $3,481 but totally worth it.

The red and black leather back seats were pretty comfy, albeit a bit short on legroom.

Out back, the TLX has a decently sized trunk with 13.5 cubic feet of space. The rear seats fold down for additional cargo-carrying ability, but there is bracing that crisis crosses the opening, severely limiting the ability to accommodate longer items.

All TLXs come standard with the AcuraWatch suite of safety and driver assistance features that include forward collision warning, collision mitigation braking with advanced pedestrian detection, lane departure warning, lane keeping assist, road departure mitigation, adaptive cruise control with low-speed follow, traffic sign recognition, blind spot information, lane change alert, rear cross-traffic monitor, auto high beam, and parking sensors.

I was impressed by the Trax's strong slate of features, competitive pricing, and attractive styling.

Unfortunately, the SUV's three-cylinder engine felt underpowered when loaded with passengers, and its lack of an all-wheel-drive option may be a dealbreaker for some consumers, especially in colder climates.

The Chevrolet Trax comes in five versions, with the base LS trim starting at $20,400.

My top spec Trax 2RS test car starts at $24,300. Freight fees, a sunroof, and optional driver assistance tech pushed the Korean-made SUV's as-tested price to $27,000.

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.

Overall, I think it looks terrific.

At 178.6 inches long, the Trax is three inches longer than the Toyota Corolla Cross and seven inches longer than the Nissan Kicks.

The base Trax LS has 17-inch steel wheels, while all other trims have 17-, 18-, or 19-inch aluminum wheels.

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.

The Trax is front-wheel-drive only and does not offer an all-wheel-drive option.

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

The Trax isn't very sporty or particularly fun to drive. But it does offer reasonably responsive handling and a comfortable ride.

As with its cousin, the Buick Envista, the Trax's biggest shortcoming is its 1.2-liter engine.

The 137-horsepower, turbocharged three-cylinder has enough juice for daily errands around town. It struggles if you ask it to do anything more than that.

When you load the 3,000-lb SUV with people and their stuff, the tiny engine feels outmatched by the task, throttle response becomes lethargic, and there is noticeable turbo lag.

Motor Trend found the Trax accelerates from 0 to 60 mph in a pedestrian in 8.6 seconds.

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.

The seats were pretty comfortable but lacked much adjustability.

The Trax is equipped with an eight-inch digital instrument display instead of a traditional gauge cluster. There are also handy audio controls located on the back of the steering wheel.

The Trax's infotainment system has fairly limited features, but what it does have is very intuitive to use.

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

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.

The Trax's 60/40 split rear bench can fold nearly flat to expand cargo room to 54.1 cubic feet.

Chevy Safety Assist includes key features such as forward collision alert, lane keep assist, and automatic emergency braking.

Adaptive cruise control requires an extra Driver Confidence Package.

The 2025 Chevrolet Trax is an attractively styled small crossover with a comfortable interior and is generally pleasant to drive.

Though it could use more power and an option for all-wheel drive, the content it delivers at a sub-$30,000 price is very good. The value proposition gets even better when you look at the sub-$25,000 price point of the mid-grade LT and 1RS trims.

Dollars and cents aside, where the Chevrolet Trax really shines is that it feels more expensive than it actually is. And that sounds like a good deal to me.

I was blown away by 911's crisp-shifting, six-speed manual transmission, beautifully tuned handling, and melodic twin-turbocharged boxer engine.

During our brief encounter, I didn't find too much wrong with the Carrera T, but I do miss the rotary ignition switch that has been replaced with a push button.

My 911 Carrera T Cabriolet test car starts at $147,300.

Freight fees and more than $22,000 in luxury and tech options pushed the as-tested price to $171,665.

Although pricey, that still pales in comparison to the more hardcore variants like the 911 Turbo and 911 GT3, which start at $197,200 and $222,500, respectively.

Porsche made a host of changes to the 992.1 generation, which launched in 2020, to create the 992.2.

The updates include refinements to the 911's chassis, updates to the PDK twin-clutch transmission, and a new six-speed manual transmission for the Carrera T.

But the biggest change will be the 911 GTS's new hybrid drivetrain, a first for the sports car.

The Porsche 911 Carrera T's twin-turbo boxer six-cylinder produces a stout 388 horsepower and 331 lb-ft of torque. Its power is sent to the rear wheels through a six-speed manual transmission.

The melodic flat six sits in its rightful place behind the 911's rear axle.

The Carrera T's six-speed manual is lighter and feels more natural to shift than the seven-speed it replaced.

The open pore, laminate walnut shift nob is stunning and feels great in your hand.

The wheels are 20 inches in front and 21 inches out back.

The Carrera T continues the 911 tradition as one of the great driving experiences in the world.

Carving my way through the winding mountain roads in North Georgia, the 911 Carrera T was in its element.

The twin-turbo boxer six delivered smooth, consistent power and a sweet rumble, while the six-speed felt as crisp and precise as any manual I've ever driven.

Pair that with the 911's perfectly tuned suspension, and the experience is otherworldly.

The Porsche Torque Vectoring system helps with cornering performance. It uses a mechanical rear differential combined with targeted computer-controlled braking action to send power to the outside rear wheels.

The Carrera T also comes standard with rear-axle steering, which makes it more agile at low speeds and stable at high speeds.

According to Porsche, the 911 Carrera T Cabriolet is good for 0-60 mph runs in 4.5 seconds and a top speed of 182 mph.

The 911's cabin is a de facto cockpit built around the driver, designed for easy, intuitive operation while driving enthusiastically.

As a result, ergonomics are excellent. Everything is within reach, the adaptive sport seats were supremely supportive, and the 10.9-inch touchscreen running Porsche's PCM infotainment system comes with Apple CarPlay.

In front of the driver, the digital instrument cluster, which replaced Porsche's classic five-gauge on the 992.1, remains. Although it can be configured to look like the old analog setup.

The 911's ignition remains on the left side of the steering wheel, but the twist switch that was designed to mimic a physical key has been replaced by a simple push button.

The Carrera T, for all of its performance attributes, is statistically one of the slowest variants of the Porsche 911 you can buy.

It's nearly two seconds slower to 60 mph and more than 200 horsepower down on the performance monster that's the 911 Turbo S.

But I'd gladly trade that extra two seconds and two hundred horsepower for the sheer driving pleasure the Carrera T can deliver on a winding mountain road.

Sometimes, slower is better, and there's value in savoring the journey to your destination. The Porsche 911 Carrera T Cabriolet is a constant reminder of that.