Autos
New ’19 SUV models impressive
Ford Expedition, Toyota Sequoia among standout comfy cruisers
Nissan Armada Platinum Reserve 4WD
Large and lumbering SUVs, with their gas-guzzler rep and oversized swagger, have always been a buzzkill, at least for me. But after some prodding from automaker colleagues, I decided to test a bevy of these brutes. Turns out many Leviathans have evolved into gentle giants, with an unexpected emphasis on agility, amenities and fuel economy.
NISSAN ARMADA PLATINUM RESERVE 4WD
$62,000
Mpg: 13 city/18 highway
Zero-60 mph: 5.9 seconds
Cargo capacity: 95.4 cu. ft.
With a complete redesign last year, the Nissan Armada gets a leg up on the Toyota Sequoia — almost. Sure, the Armada exterior is jazzier, and the interior borrows heavily from upscale Infiniti. But those knobs and switches aren’t the latest iteration, which means the cabin could use a “Queer Eye” makeover.
Another nit to pick: Sequoia has the better infotainment system, with smartphone capability. But the Armada has plenty of plusses, including a nifty new V8 engine with a pleasing exhaust rumble. Step on the gas, and this SUV is as fast as a Nissan Maxima sedan. I found the suspension and cornering as sharp and nimble as the Ford Expedition.
There’s also a novel rearview-camera feature, where the backup camera is projected onto the rearview mirror. And the Armada (and its high-end cousin, the Infiniti QX80) have the highest towing capacity at 8,500 pounds of the SUVs here. I also test drove an Infiniti QX80, and the performance, storage space and other stats are identical to the Nissan Armada. But the QX80 has a sleeker, quieter cabin, with more comfortable seats. Of course, the QX80 also costs about $20,000 more.
FORD EXPEDITION PLATINUM 4X4
$74,000
Mpg: 17 city/24 highway
Zero-60 mph: 5.9 seconds
Cargo capacity: 104.6 cubic feet
So there I was, debating whether or not to squeeze a compact crossover into an itty parking spot in an underground D.C. garage. But as soon as I spotted a Ford Expedition in a similar space, it was game on: No way was I going to be shown up by a hulking hauler. Still, I was impressed. A few months later, when actually test-driving an Expedition, I was impressed again.
Despite being built on an F-150 truck platform, the Expedition handles more like a Mercedes S-Class sedan. Sprinting around curvy backroads was as fun as a theme-park thrill ride, and I was driving in Normal mode, not the more athletic Sport mode. With clever nips and tucks, today’s Expedition looks like a smaller, stylish Explorer.
Pricing for a base-model Expedition costs $54,000, while the top-end Platinum 4X4 model is another 20 grand. But it’s worth the extra cash for the excellent 400-hp V6 turbo, with a stop/start engine feature that conserves fuel. Gobs of other goodies include 22-inch wheels, power-adjustable pedals, power-folding third-row seat, hands-free power liftgate, panoramic sunroof and running boards that automatically deploy when getting in and out of the vehicle.
There’s also a suite of safety features, with airbags everywhere. The Sync voice-control system includes Wi-Fi hotspot and wireless phone charging. As for navigating in and out of tight spaces, it turns out the Expedition comes with an automated parking system.
TOYOTA SEQUOIA PLATINUM 4WD
$68,000
Mpg: 13 city/17 highway
Zero-60 mph: 6.7 seconds
Cargo capacity: 120.1 cu. ft.
Did Toyota miss the memo on redesigning vehicles every few years? After all, the current Sequoia is based on the second-gen version launched back in 2008. Gas mileage lags similar SUVs, and there’s definitely no wow factor in the old-timey cabin. Still, the exterior gets a refresh, with three new colors, an updated front end, and snazzier headlights and taillights.
There’s also a flashy new TRD Sport trim, with metallic black mirror caps, black/chrome badging, black interior treatments and a sport-tuned suspension. Built on the Tundra full-size pickup chassis, the Sequoia’s cargo capacity is hard to beat. And with three rows of seating, there’s abundant headroom and legroom for eight adults.
I was surprised how quiet and composed this sport-ute handled over potholes and minor off-roading. Acceleration and braking also were smooth and precise. Many optional safety features are now standard, including lane-departure warning, automatic emergency braking and forward-collision warning with pedestrian detection. Expect high reliability (this is Toyota, after all). And remember, there’s a nice upside to a dated design: It’s often easier to negotiate a decent price at the dealership.
Toyota Sequoia Platinum 4X4
RANGE ROVER V8 SUPERCHARGED
$105,000
Mpg: 16 city/21 highway
Zero-60 mph: 4.8 seconds
Cargo capacity: 71.7 cu. ft.
Talk about getting the royal treatment: Where else can you find a ritzy Brit box on wheels, with 20-way power-adjustable seats, electronic air suspension to lower the vehicle for easy access, soft-close doors to prevent any harsh slamming sound and an automatic facial-massage feature.
OK, so there’s no facial massage, but you get the picture: The Range Rover V8 Supercharged is a superior SUV. It all starts with the engine, a burly, 518-hp supercharged V8 that rockets this chic chariot from zero-60 mph in less than five seconds.
Swing sharply into a hairpin curve, mash the accelerator on the straightaway and (surprise!) there’s virtually no body roll despite the tall stance and high chassis. Inside, opulence is the word, with premium wood trim, a gesture-controlled sunblind for the panoramic sunroof and a high-tech infotainment system with two 10-inch touchscreens.
My main beef was when the infotainment system froze up a few times, an unfortunate nod to Range Rover’s reliability issues. Another concern: cargo capacity was limited compared to other SUVs. Still, along with superb driving capabilities, it was hard not to appreciate this Rover’s blend of old-world craftsmanship and modern comfort.
Range Rover V8 Supercharged
Despite a U.S. political climate that has made electric vehicles about as welcome as a vegan at a Texas barbecue, automakers haven’t gotten the memo. The 2027 BMW iX3 and Rivian R2—in showrooms soon—prove the point. But think of them as distant cousins: one arrives impeccably dressed; the other probably has a kayak strapped to the roof.
BMW iX3
$62,000
Range: Up to 434 miles
0 to 60 mph: 4.7 seconds
Cargo space: 30.4 cu. ft.
PROS: Huge driving range. Distinctive styling. Cutting-edge interior.
CONS: Quirky digital controls. Only one U.S. trim level. Pricey options.
WHAT’S NEW: This is BMW’s first production model on its state-of-the-art Neue Klasse platform, radically changing the technology, cabin and electric drivetrain.
The iX3 arrives on our shores in one trim level, the iX3 50 xDrive. Load it up with options and you can sail well past $80,000.
Depending on configuration, this luxe EV delivers an astonishing range before recharging. And a dual-motor, all-wheel-drive system produces 463 horsepower, which allows you to tootle around as fast as a Porsche 718 sportster.
The new “Panoramic iDrive” spreads information across the base of the windshield, supplemented by a central display and steering-wheel controls. An available 3D head-up display adds even more info. It’s futuristic, busy and unmistakably BMW—like someone decided the dashboard needed its own coming-out party.
Then there’s the “Heart of Joy” computer, which coordinates the motors, braking and steering for sharper responses and smoother control. The name may sound like something from a self-help retreat, but the innovation makes the iX3 seriously entertaining to drive.
You also can charge the iX3 from 10 percent to 80 percent in just 21 minutes. Nice.
This isn’t merely an electric X3 with the gasoline bits removed. It’s a tech reset for BMW. Compared with the R2, the iX3 is more polished, more luxurious…but, alas, considerably pricier.
RIVIAN R2
$45,000
Range: Up to 345 miles
0 to 60 mph: 5.9 seconds
Cargo space: 28.7 cu. ft.
PROS: Affordable luxury. Rugged looks. Clever storage.
CONS: No smartphone integration. No glass-roof shade. Touchy touchscreen.
WHAT’S NEW: Everything—the R2 is Rivian’s all-new, smaller electric SUV, and it brings the brand’s adventure-first attitude to a price point far below the larger R1S.
If the BMW iX3 is wearing a beautifully tailored jacket, the Rivian R2 has its sleeves rolled up.
With edgy styling, this is no anonymous crossover wearing an EV costume. Chunky details. Upright proportions. Distinctive lighting all give off an outdoorsy vibe without turning the R2 into a rolling REI catalog.
There are four configurations, with pricing from $45,000 to $58,000. That’s a big difference from the BMW—and potentially the R2’s biggest weapon.
The stats aren’t shabby, either. Driving range is from 275 to 345 miles. The dual-motor, all-wheel-drive setup produces between 350 horsepower and a frankly bonkers 656 horsepower. And the high-performance model lets you zip from 0-to-60 mph in just 3.6 seconds.
Drag-racing credentials? Absolutely!
Inside, there is lots of clever packaging, with flexible seating and generous storage. This EV is designed to carry actual stuff, not merely impress your neighbors.
Yes, there are quirks. Rivian skips Apple CarPlay and Android Auto, while everyday controls—some of which are less than intuitive—live on the touchscreen. And the panoramic glass roof lacks a conventional shade. Huh?
For some owners, those will be minor annoyances. For others, they’ll become daily reminders that Rivian marches to its own beat.
Perhaps that’s not a bad thing, though. The R2 feels less buttoned-up, more mischievous. It’s the automotive equivalent of Billy Porter ignoring the dress code and somehow looking better than everyone who followed it.
Remember when buying a new car didn’t require the financial stamina of a “Succession” character? This summer, the average new-vehicle price hit $49,758—basically $50,000 with a little lipstick on it. That makes the Kia K4 hatchback and Nissan Kicks especially refreshing. Neither requires a second mortgage, a trust fund or a makeover to look good. And both prove you can still buy a new vehicle without selling your soul — or your vacation plans.
KIA K4 HATCHBACK
$25,000
Mpg: 28 city/34 highway
0 to 60 mph: 9.1 seconds
Cargo space: 22.2 cu. ft.
PROS: Edgy exterior. Roomy interior. User-friendly controls.
CONS: So-so base engine. Pricy turbo. No all-wheel drive.
WHAT’S NEW: Basically everything. The K4 hatchback debuted earlier this year, joining the K4 sedan.
Kia’s stylish five-door K4 boasts three trim levels. The first two use a capable four-cylinder engine, while the top-of-the-line model comes with a turbo.
That turbo provides some genuine zip, though it won’t blow your socks off. Think Janelle Monáe in a tailored suit, not Brad Pitt arriving at the F1 racetrack in a fireproof jumpsuit.
The real star, though, is the design. Sleek. Upscale. A tad mysterious.
Inside, another surprise: vast legroom and storage. Fold the backseats and you can toss in the usual road-trip clutter, plus that regrettable piece of furniture you bought after watching one too many HGTV shows.
Technology is also a bonus, including a digital key that lets you use a smartphone or smartwatch as a direct key fob. You can even share this digital key with friends or family. Just don’t share it with anyone who often loses their actual keys.
Despite some SUV vibes, the K4 remains unapologetically car-like. It sits lower. Feels more conventional. And offers hatchback practicality without itching to conquer the Rockies.
The biggest downside? No all-wheel drive.
Still, for shoppers who crave style, space and gadgetry, the K4 won’t break the bank. To me, it’s like finding a designer jacket at a thrift shop.
NISSAN KICKS
$23,000
Mpg: 28 city/35 highway
0 to 60 mph: 8.9 seconds
Cargo space: 23.9 cubic feet
PROS: Dashing design. Safety gear galore. All-wheel drive.
CONS: Bit pokey. Noisy engine. Limited rear visibility.
WHAT’S NEW: Redesigned last year with a bit more power, bigger cabin and bold looks, Nissan leaves the winning formula alone.
Like the Kia K4, the Nissan Kicks comes in three trims levels. But it also includes all-wheel drive — a nice plus when navigating snow, sleet or cratered alleys.
There’s an extensive suite of active and passive safety features. And the high ground clearance improves driver visibility, which is somewhat hindered in the back by thick roof pillars.
Styling is tastefully flamboyant. Dramatic lighting. Two-tone finishes. Cheerful, without being cartoonish. Miranda Priestly would approve.
Power, though, is more akin to Miranda’s art director Nigel Kipling. Dependable. Functional. Just not enthusiastic.
Inside, the mod cabin has large 12.3-inch displays, wireless smartphone connectivity and charging, and “zero gravity seats” designed to reduce driver fatigue and stiffness. Add in the stunning Bose Personal Plus audio system, with 10 speakers—including those integrated into the headrests—for an immersive 360-degree sound experience.
The Kicks doesn’t try to be rugged or luxurious. It simply offers a lot of everyday usefulness in a small package.
There is a trade-off. The engine gets noisy when pushed, and there are sportier (often pricier) competitors. But that’s hardly a crime. Not every vehicle needs to perform catwalk struts down the street.
The latest Honda Civic hatchback and Subaru Impreza are two of the segment’s stars. Both offer sensible pricing, excellent utility and enough personality to avoid feeling like appliances.
The Civic is more polished. The Impreza, more rugged. Luckily, neither is trying to be obnoxiously flashy.
HONDA CIVIC
$28,000
MPG: 30 city/38 highway
0 to 60 mph: 8.9 seconds
Cargo space: 24.5 cu. ft.
PROS: Fuel efficient. Spacious cargo area. Good resale value.
CONS: No all-wheel drive. Fussy infotainment. Low rear headroom.
WHAT’S NEW: Only minor updates for 2026. The biggest change carries over from last year’s refresh: the addition of the hybrid, which has become a star performer.
The Honda Civic hatchback won’t scream for attention. It won’t arrive wearing sequins and carrying a smoke machine. It’s more like Nomi Marks from “Sense8”: intelligent, sophisticated and impressively capable.
The styling remains handsome and clean. Long hood. Low roofline. Crisp lines everywhere.Honda resisted the urge to make this vehicle look like a spaceship or an angry robot. That’s refreshing.
Inside, the dashboard is simple and elegant. The honeycomb air-vent treatment remains one of the coolest interior details in the segment. Materials feel expensive. Controls are easy to understand. And visibility is excellent.
I love how the cargo space is generous, with rear seats that fold flat. A bicycle, several suitcases or enough supplies for an ambitious weekend road trip fit without much hassle.
Then there’s the hybrid. The system produces a healthy amount of power while delivering fuel economy that borders on the absurd. Around town, handling feels smooth, quiet and surprisingly quick. You almost glide through traffic. The standard gasoline engine isn’t bad, but the hybrid is stellar.
The Civic also shines on twisty roads. Steering is precise. Body motions stay controlled. The suspension strikes a sweet balance between comfort and sportiness.
Biggest weakness? No all-wheel drive. For drivers in snowy climates, that’s not so good.
Still, the Civic’s stellar combination of efficiency, quality, and driving enjoyment remains incredibly hard to beat.
SUBARU IMPREZA
$27,000
MPG: 27 city/33 highway
0 to 60 mph: 8.5 seconds
Cargo space: 20.4 cubic feet
PROS: All-wheel drive. User-friendly tech. Safety cred.
CONS: No hybrid version. Some road noise. Modest cargo room.
WHAT’S NEW: The Impreza receives relatively minor updates for 2026. Subaru continues refining this hatchback rather than reinventing it.
If the Honda Civic is urbane, the Subaru Impreza is unfussy. There’s a kind of Kristen Stewart energy here. Cool without trying too hard.
The styling isn’t dramatic, but it works. This hauler appears ready to tackle rain, snow, dirt roads or an impromptu weekend escape.
And all-wheel drive comes standard on every Impreza. (Most competitors only offer front-wheel drive or include all-wheel drive as a pricey option.)
The result: Slippery roads simply don’t create much anxiety. The suspension absorbs bumps nicely. Long trips are comfortable. Visibility is great, thanks to relatively thin roof pillars and large windows.
I like how the cabin is functional rather than fancy. Materials don’t quite match the Civic’s upscale vibe, but everything feels sturdy. A large infotainment screen dominates the dashboard and generally works well, though some drivers may prefer more physical buttons.
Cargo space is respectable, and the design makes loading bulky items easy.
Performance depends heavily on trim. The base engine gets the job done, but nobody will confuse it for a sports car. The RS trim’s larger engine provides more power and makes the ride livelier. But even then, acceleration remains merely adequate.
The Impreza’s real appeal lies elsewhere, with a mix that few rivals can match: hatchback practicality, standard all-wheel drive, strong safety scores and reasonable pricing.
Perhaps that’s the key difference between these two hatchbacks. The Honda Civic impresses immediately. The Subaru Impreza grows on you.
Fortunately, choosing between them is less stressful than deciding who gets the last mimosa at brunch.
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