What year is it?

The biggest complaint about the 2008-2024 Challenger (and the Charger that lived alongside it) came down to it being too big, too heavy, and too overt. So Dodge did what Dodge does and… made it bigger, heavier, and somehow even more overt. Look, the first article I wrote for Hooniverse was about my long-departed 2014 Challenger R/T. I usually root hard for the brand, and I don’t want to come down too hard on the new Charger, and yet I have many bones to pick with it and what Dodge has done with the brand’s psuedo-halo car.

Let’s lead with the good. The new Charger is an absolute attention black hole. It draws eyes and stares in a way few vehicles on sale today do. From some angles it’s a very good looking car, perhaps not as timeless as the outgoing models (especially the Challenger), but still attractive and certainly striking by modern standards. It’s also reasonably comfortable inside, with plenty of room to spread out and back seats that actually fit real-life humans (and, lest we not forget, you can get the new Charger with two extra doors if you plan to use those rear seats often). We also like that the car is a liftback, just be wary that it may impact some low-roof garages when opened fully.

Heavy car, heavy foot

This Charger Scat Pack Plus is also undeniably quick, with a 0-60 MPH time of around 4.0 seconds and plenty of low and mid-range punch any time you slam the fun pedal to the floorboard. The twin-turbocharged straight six cylinder 3.0-liter engine makes a healthy 550 horsepower and 531 lb-ft of torque, and despite it being taxed with hauling around 4,850 pounds, it still feels happy to get out of its own way.

Also, with all-wheel-drive, this is a car that can (on the appropriate tires) genuinely be driven year-round in even the worst conditions and regions (within reason). Say what you will about how competent front or rear-wheel-drive are on the right tires when the weather turns snowy; four driven wheels are simply better than two in the dredges of northern winters. It might not be as fun, yet all-wheel-drive is undoubtedly more proficient in climbing hills and getting through deeper unplowed streets. Boasting AWD is a claim neither the Mustang nor Camaro can put on their spec sheet, so advantage Charger here. (Yes, we know the last Charger and Challenger were available with AWD, though never in top-spec performance guise like this Sixpack is.)

Now on to the not-so-good, which is… a lot.

Charger rubs you the wrong way

The six-cylinder’s engine note is abrasive, loud, and omnipresent. It has no real “off” switch other than when you’re not on the gas pedal. The transmission, too, is frustrating; more lethargic than anything else, it occasionally drags shifts– especially when cold– like the old 5-speed automatic from the pre-refresh seventh-gen car always did. Shifting into gear is also tricky, with the deliberately macho lever sometimes not easily notching into the desired slot. Ergonomics were clearly not a priority when this shifter was developed.

Speaking of development, the Charger two-door also has perhaps the longest doors of any car I have ever driven. While this isn’t a problem out in the country or even the suburbs, using the Charger in a city shows that it’s clear the four-door was part of the development process, and the result is that it’s nearly impossible to open the coupe’s doors far enough to get into and out of the car when parked in a tight lot.

Stuck inside the car, you’re riddled with looking at an overwrought state of disarray. There’s huge valleys between pieces of dash and door, not to mention enormous panel gaps and a glass roof that doesn’t offer the ability to become opaque on demand like in other cars. Visibility is also poor, with the raked windshield and high dash meaning there’s only a small opening to see through between the top of the radio and the rearview mirror. The massive C-pillar also obscures the rear ¾ view especially when looking over your shoulder.

UConnect, too, is problematic; the historically excellent infotainment system is slow and laggy in this iteration, with notable delays from input to resulting action. The system also locked us out of using some performance modes for reasons unknown.

Over-promises, under-delivers

Perhaps we didn’t have the Charger in the right scenario, but we also found it to be not particularly great to drive. At low speeds it feels massive, with no communication from the inputs whatsoever, and though it settles down at speed, the ride is still a little too jarring for it to be a great grand tourer. The tight back roads we sought out to be a test of its mettle proved too much for the car to really jive with, its sheer dimensions and heft outweighing the performance on tap figuratively and literally. Memory tells us the last Scat Pack felt more willing to party when the road turned twisty.

There’s also the issue of the Charger’s price. The car seen here has a $54,995 starting point and was optioned with the $1,095 Blacktop Package (black exhaust tips, dark badges, 20” wheels), the $995 full glass roof, $1,495 Alpine premium stereo, $695 Bludicrous paint, $995 performance seats, and $4,995 Customer Preferred Package 22B which includes things like heated/ventilated front seats, heated rear seats, a 16-inch gauge cluster, wireless phone charging pad, surround-view camera, Heads Up Display, interior ambient lighting, memory seats and mirrors, power rear hatch, power tilt/telescoping steering column, and other less consequential tidbits. Total MSRP of the test vehicle: $68,355 including destination.

With the Charger knocking on the door of $70k, it’s natural for thoughts to stray to the other options at this price point. This is territory occupied by the Ford Mustang Dark Horse and BMW M2 if you’re set on a coupe, not to mention a very-base (rear-engine) Chevrolet Corvette. Four-door seekers can, for comparable money, buy a Cadillac CT4-V Blackwing or Audi RS3. Then again, we expect buyers of the new Charger want a new Charger and nothing else will do; they are either model or brand-specific die-hards, and even despite this car’s shortcomings, simply nothing will be a suitable substitute. Which reminds us, used prior-gen Scat Packs and Hellcats are less expensive than the new Charger, and a much more enjoyable time from behind the wheel.

The new Dodge Charger is an interesting idea conceptually as a two-and-four door vehicle on the same platform, an interesting proposition with two kinds of propulsion available, and an interesting demonstration in visuals leading the charge. It’s also an interesting failure, if not at least partially so.

I don’t mean to be a downer on the new Charger as it has a lot of promise, yet it doesn’t feel fully baked; it’s as if Dodge was stuck between a rock and a hard place when engineering and beginning production of the Charger, which is exactly what happened with government regulations that changed dramatically during its development cycle. The 2026 Charger Scat Pack is effectively the car nobody asked for, and it feels as if even the engineers weren’t fully on board with what had to be done at the time. Now they’re stuck, trying to make the most out of a car that’s sub-optimal from the ground up. Then again, the same was said endlessly about the last Charger and Challenger, thanks to their ancient Benz roots. Those cars were always far from perfect, but we loved them anyway. Maybe there is hope on the horizon for this newest Charger.

Yay

• Visual standout
• Spacious and comfortable
• Customizable inside and out
• Quick off the line
• Liftback practicality

Nay

• Six-cylinder engine sounds at excess volume
• Heavier than the last one
• Not engaging to drive
• Tacky interior elements
• Doors a country mile long
• Price point has many worthy contenders

The Takeaway

It’s best to not think about the 2026 Dodge Charger Sixpack HO Two-Door Scat Pack Plus (say that ten times fast) as a replacement for the outgoing Charger/Challenger but rather as a vehicle slotting into a slightly different place in the brand’s lineup. This context at least helps to dull some of the pain of losing the Hemi and having to listen to the Hurricane I6, but look past the deliberately overstated styling inside and out and you have a good cruiser that’s more usable than the cars it may be cross-shopped against.

The post 2026 Dodge Charger Sixpack HO Scat Pack Plus Two Door Review appeared first on Hooniverse.

2026 Hyundai Palisade Overview

The 2026 Palisade is a complete, ground-up redesign. It’s longer, wider, and more feature-dense than its predecessor. The lineup spans seven trims and two powertrain options, which is a lot of ground to cover, so here’s the relevant info.

SE — $39,435. The Palisade’s entry point. A 12.3-inch dual-screen setup, wireless Apple CarPlay and Android Auto, eight-passenger seating, and Hyundai’s full SmartSense safety suite standard. FWD comes standard, with AWD available.

SEL — $41,940. Adds heated front seats, leatherette seating, dual-zone climate control, and a power driver’s seat. It’s the first trim offering a seven-passenger captain’s chair layout as an option. Likely the sensible family-hauler sweet spot for most buyers.

SEL Convenience — $43,370. Builds a bit on the SEL with a hands-free smart liftgate, wireless device charging, and additional convenience features.

SEL Premium — $45,300. Ventilated front and second-row seats, a panoramic sunroof, a 14-speaker Bose audio system, and a 360-degree camera. One of the better value propositions in the lineup for buyers who are looking for a specific level of comfort.

Limited — $49,770. Real leather upholstery, ventilated front seats, a dual-pane panoramic sunroof, and power-reclining third-row seats.

XRT Pro — $49,870. The car we’re driving here. It’s the first time Hyundai has offered off-road hardware on the Palisade, vs. just an appearance package. AWD is standard and the only one available. You get 8.4 inches of ground clearance (an inch more than standard trims), all-terrain Continental tires, an electronic rear limited-slip differential, red recovery hooks front and rear, mud/sand/snow terrain modes, hill descent control, and a rugged exterior treatment with black accents and unique 18-inch wheels.

Calligraphy — $54,560. The Nappa leather-covered flagship, which also gets massaging relaxation seats, a head-up display, 21-inch wheels, and a built-in dual-camera dash cam.

2026 Hyundai Palisade XRT PRO: Inside & Out

The new Palisade wears a boxier, more purposeful stance than its predecessor. On the XRT Pro, the black exterior accents, blacked-out grille, all-terrain tires, and red recovery hooks give a good adventure-ready, or at least adventure-adjacent, look. The overall impression is a sporty SUV that doesn’t look overdone. That balance is harder to achieve than it sounds, and the Palisade XRT Pro gets it right.

First impressions from the curb: I liked it immediately. There’s a little spoiler element above the tailgate that adds a touch of personality. The proportions are right for a three-row vehicle of this footprint.

The 2026 Palisade’s interior also got a full redesign. The dual 12.3-inch curved panoramic displays, one for the instrument cluster and one for infotainment, are crisp, well-organized, and strike the right balance between ambition and usability. It doesn’t feel screen-dominant. It feels deliberate. Physical buttons handle the functions you reach for reflexively. Audio and climate controls respond with satisfying clicks.

The main screen itself is angled slightly toward the driver, which does two things: it makes the interface easier to read at a glance, and it makes the whole arrangement look less like a tablet bolted to the dashboard. The far right edge of the screen requires a slight reach. Not bad, just worth knowing. A small detail that I thought was fun: the audio fades out gradually rather than cutting abruptly when you switch the car off.

Wireless CarPlay connected immediately on the first attempt and took over the full screen cleanly. The wireless phone charger location is the best I’ve encountered in a press car. It’s positioned and sized to make it both easy to place and easy to retrieve, without the awkward reaching that plagues most implementations. If your phone runs hot on wireless charging (mine does), the surface adjacent to the charger is also a natural spot to set it temporarily.

The Bose 14-speaker audio system on this trim is excellent. I pushed it hard during the wedding drive, and it held up with the enthusiasm the occasion deserved.

The center console area provided a genuinely useful flat surface for school-morning drop-off, the kind of improvised breakfast tray parents appreciate. There’s a nicely sized storage bin below the console, accessible from the second row, sized right for a purse or bag. The door pockets for drinks come in varied sizes, which sounds like a minor detail, but just works.

The third row felt better than most three-row SUVs at this price. Not exceptional, but genuinely usable for shorter adults and fine for kids. Cargo behind the third row is 19.1 cubic feet, expanding to 46.3 cubic feet with the third row folded. A hockey bag required folding half of the second row, which is generally to be expected for a bag of that size. Though I’ll note that the bag in question smelled catastrophic, and I recommend against bringing it in any enclosed vehicle, Palisade or otherwise.

2026 Hyundai Palisade XRT PRO: On the Road

Out on the road, the Palisade XRT Pro feels a little pokey. Not unusably slow, the 3.5-liter V6’s 287 horsepower is more than adequate for highway merging and most real-world situations. The XRT Pro tips the scales at over 4,700 pounds, and the transmission is a bit behind when you want power immediately. The revs build, the shifts sort themselves out, and eventually momentum arrives. If you’re coming from a lighter turbocharged four-cylinder or a sportier V6, the Palisade’s throttle response will require recalibrating your expectations.

The ride quality, however, is excellent. Despite the beefier tires, the Palisade sort of glides over road surfaces. Comfortable seats, good isolation, and relaxed highway manners also helped on our trek to the wedding destination three hours away from home. As usual, I love that the dash tells you which wiper setting is currently active. A small display indicator, easy to miss, but genuinely useful on a drive where conditions change. It helped on our occasionally rainy drive.

The hands-free foot-activated liftgate worked pretty well. Loading the car after the wedding with heavy items in both hands, a kick under the bumper popped the liftgate reliably most of the time. Not every time, but it was a reasonable result for a convenience feature being used under imperfect conditions.

The keyless door handle sensors were intermittent at best. When you’re in a hurry, which, at a wedding with four kids, you frequently are, an unlatch sensor that makes you try twice is the kind of small friction that accumulates over a week. It’s not a dealbreaker, but it should work every time.

The driver attention monitoring system was very active on the highway, and during sustained highway driving on a windy day, it repeatedly suggested taking a break. The wind was pushing the car around enough that the system interpreted the corrective steering inputs as fatigue indicators. The alerts become distracting. This is a common issue with these systems across the segment, but it’s worth mentioning because it annoyed me on our drive.

Summary

The 2026 Hyundai Palisade XRT Pro is a great vehicle for a specific kind of buyer. Someone who needs real three-row capacity, but wants a beefier-looking, AWD hardware-capable SUV that can handle light trails and bad weather confidently. The interior is excellent. The comfort and space are class-competitive. The audio system is genuinely good. The tech is thoughtfully executed in most places.

What I can tell you is that it hauled four kids and their gear to a wedding without drama, loaded up afterward with minimal complaint, and did the job it was designed to do. For a family SUV, that’s the whole test.

2026 Hyundai Palisade XRT Pro Base MSRP: $51,470 | Engine: 3.5L V6 | Output: 287 hp / 260 lb-ft | Transmission: 8-speed automatic | Drivetrain: HTRAC AWD (standard) | Ground Clearance: 8.4 in | Cargo: 19.1 cu ft (3rd row up) / 46.3 cu ft (2nd row folded) | Fuel Economy: 16/22/19 mpg (city/highway/combined)

The post 2026 Hyundai Palisade XRT PRO Review appeared first on Hooniverse.

The Newest NISMO

The Nissan Armada isn’t new, but the NISMO version is. Historically just a road-going family hauler and in later years offered in off-roady Pro-4X guise, Nissan’s sporting division turned its sights to the brand’s biggest brute and let the engineers have at it. Mechanical upgrades are NISMO-tuned Electronic Power Steering, a stiffer setup for the air suspension, and a sportier exhaust.

The design team seems to have had more leeway, with the Armada NISMO ringing in as perhaps the most aggressive-looking Nissan SUV ever. The low-hanging body kit and 22” forged wheels are reminiscent of the design elements from the 2000s tuner scene, and it represents a massive departure from the standard Armada. For reference, it makes the minimal changes that even Cadillac does to the Escalade V comparatively nonexistent. The Armada NISMO’s in-your-face styling might not be everyone’s cup of tea, but we think it’s a great example of the company not taking itself too seriously and just having some fun with the project.

Inside the Armada NISMO is a smattering of red and alcantara, with the dashboard highlighted by a very user-friendly 14.3-inch touchscreen and fairly well thought out physical controls. There’s even an integrated trailer brake controller, and the quilted leather seats themselves are fabulously comfortable. They’re maybe not as laterally supportive as something that looks like this truck should have (even despite the adjustable bolsters), but these are still great seats that we’d be happy to spend long drives sitting in. We do wish they were ventilated or cooled, though.

Good Performance, Not Great Performance

Now to the supposed meat of the Armada NISMO’s bones: Performance. Truth be told, this element is the relative elephant in the room. The Armada NISMO’s 460 horsepower and 516 lb-ft of torque from its 3.5-liter twin-turbo V6 engine represent a bump in 35 horsepower over the normal Armada, but there’s no change in torque to help move around the 6,100 pound truck. Power goes through a smooth 9-speed transmission, and 0-60 happens in around 6.2 seconds according to Nissan.

Like we said, the numbers are the elephant in the room. This is supposed to be the hotted-up version, and yet its figures are still just competitive with vehicles like the 6.2-liter powered Chevrolet Tahoe and GMC Yukon twins, all while being roughly on par with the Dodge Durango SRT 392 and far outclassed by the Toyota Sequoia’s hybridized power output. The Nissan has more than enough power, but slamming your foot into the throttle doesn’t create the thrust that you would ideally have in order to match its visual presence.

It’s in this sense that the Armada NISMO operates in its own niche; with restrictions on what the brand can do with speed and acceleration, it really comes down to the handling and experience to drive home the NISMO branding. Here, the NISMO excels; any body-on-frame (BOF) SUV that handles better costs substantially more than this vehicle, and the Nissan’s ability to dance when the road turns twisty handily outclasses the GM twins and rival Toyota.

You have to jump up to a Cadillac Escalade V to rival its handling with a BOF vehicle, but doing so is a financial proposition roughly twice as costly as the Nissan. There is a slight twitchiness to the Armada NISMO’s steering especially when moving on and off-center, but that could have been our relatively high-mileage press vehicle’s alignment being out of whack from the miserable Northeast roads.

An Armada At Heart (And That’s A Good Thing)

You never really forget the Armada’s truck roots, especially when hitting expansion joints or larger potholes, but it at least pays dividends in the towing front with a healthy 8,500 pound towing capacity. There’s also an honesty about this vehicle that permeates through every aspect of its being; it’s enormously spacious, but it doesn’t deliberately try to out-do any of its rivals in any way. It stays in its lane and knows what it is, and what it isn’t. It lets you have fun, but it knows its roots aren’t overly conducive to a vehicle of its size and shape being made into a speed and handling beast. There’s something respectable about that.

Pricing for the 2026 Nissan Armada NISMO starts at $79,530 and our test vehicle rang in at $83,735 including Destination. That’s not chump change, but in a world of full-size truck-based SUVs easily stepping into the $90k range if not cresting the six-digit mark, the Armada NISMO’s price point seems reasonable.

There might be plenty of other options out there for the sporty SUV, but those with a true four-wheel-drive underpinning like that which an SUV was always meant to have are fairly limited. Being that so few people with 4x4s actually take them off-roading, we applaud Nissan for taking a stab at making a sporty Armada offering for those that want to have a good time driving their big SUV. That it’s a good vehicle with nice appointments and it happily does everything it’s tasked with is just a bonus.

Yay

• Knows what it is (and what it isn’t), and doesn’t take itself too seriously
• Comfortable seats and ride
• Plenty of power
• Extremely practical and usable every day

Nay

• On-center steering is twitchy
• Fuel efficiency betrays the gas mileage promised by forced induction and smaller displacement
• Air suspension lowers rear of the vehicle more than the front when in Entry/Exit mode
• Could use another 100 horsepower

The Takeaway

The 2026 Nissan Armada NISMO is a demonstration of what happens when you take something that shouldn’t be fun and with relatively minimal work manage to undo that thought. This is a solid, enjoyable-to-drive, well executed SUV that happens to be an excellent highway cruiser while looking like nothing else out there.

The post 2026 Nissan Armada NISMO Review appeared first on Hooniverse.

So consider this both a proper review and a brief eulogy. Welcome to the EX30 Cross Country. Now let’s say hello and goodbye.

2026 Volvo EX30 Cross Country Overview

The standard EX30 lineup expanded for 2026, adding a long-awaited rear-wheel-drive single-motor model as an entry point. They also added this Cross Country version built specifically around the idea that you might, occasionally, want to point it at something other than asphalt.

Here’s the full 2026 EX30 lineup for context:

Single Motor Extended Range Plus — $38,950. The new entry point for 2026. Rear-wheel drive, 268 horsepower, up to 261 miles of EPA-estimated range. A panoramic moonroof, adaptive cruise control, and Nordico fabric interior are standard. It’s technically the most affordable Volvo in the U.S. lineup.

Twin Motor Performance Plus — $44,950. The dual-motor AWD version without the full Ultra equipment. You get 422 horsepower (like in our tester), 0-60 in 3.4 seconds, and 253 miles of range. Gets you the performance bit without the full Ultra trim content.

Twin Motor Performance Ultra — $46,650. The top of the standard EX30 range. Adds Volvo’s Pilot Assist system, a 360-degree surround-view camera, parking assist, upgraded Harman Kardon audio, and more premium interior materials. Probably the one a lot of folks will go for.

Cross Country Twin Motor Performance Ultra — $48,150. The car we’re driving here. Same 422-horsepower Twin Motor Performance drivetrain as the Ultra above, but wearing “adventure spec” bits like: a 0.75-inch increase in ride height (bringing ground clearance to 7.5 inches), rugged front and rear skid plates, wheel arch extensions, beefier bumpers, black exterior cladding, 19-inch matte black wheels, and available 18-inch all-terrain tires.

As you can see, our tester came with a few extras, bringing the price to just under $53,000. Let’s get into the details and see if it’s worth it.

2026 Volvo EX30 Cross Country Twin Motor Performance Ultra Inside & Out

The first impressions of the little Volvo EV when it was delivered were genuinely good. The EX30 has always been well-proportioned. The Cross Country treatment adds rugged plastic cladding around the wheel arches, skid plates front and rear, and a generally more purposeful stance without turning it into a costume. It reads as legitimate rather than cosmetic. The front shield is engraved with topographic maps of a Swedish mountain range, which is either a charming detail or the most on-brand thing Volvo has ever done. Possibly both.

My friend Zerin (@speedsportlife) saw it on Twitter and asked: “Is that prosthetic beige?” I didn’t have a good answer. Sand Dune is a color that requires some sitting with, but I kinda like it. You can also spec the Cross Country in Onyx Black, which solves the conversation entirely.

Either way, the size is right, and I think it looks pretty good. This is a car that fits into urban parking without drama and without the spatial negotiations that a larger SUV demands.

Inside, you get a whole swatch of Swedish personality that most cars at this price point don’t offer.

The 12.3-inch center touchscreen is mounted vertically and looks, in the most literal possible sense, like a tablet attached to the dashboard. The first time you see it, you think: does this come off? Could I use it outside the car? It does not. It stays. The screen itself is responsive and well-organized once you learn where things live. Some controls are nested a couple of menus deeper than they should be, and drive mode selection is among them.

The steering wheel is excellent. Great shape, right size, satisfying to hold. The seat adjustment mechanism is worth mentioning: there’s a small square controller on the side bolster that you can push forward and back, up and down, and even rotate to slide the seatback. It’s an unusual but intuitive solution once you’ve spent thirty seconds with it. Someone should have gotten a photo of that, I’ll speak with my staff.

The door handles are unusual enough to generate opinions. My kids had opinions, as always. They didn’t love the lack of an upper grab handle on the passenger side to rest your hand during the ride; they loved the door handles themselves. Funky, cool, and easy to use.

Volvo gets real credit for the center storage situation. The main armrest section is fixed, providing a stable surface for your arm. To rest. But there’s a sliding tray that extends from beneath it, with a cupholder cover that adjusts its configuration depending on whether the tray is in or out. It’s the kind of detail that makes you think someone actually sat in this car and thought about how people use it.

Meanwhile, a separate cubby between the front seats is sized just right for valuables; it’s deep enough to obscure contents while open, and the right shape for a purse or bag when closed. There’s also a storage bin underneath the rear armrest that tilts forward to access from the rear seats, or lifts out entirely. Again, a picture would have helped. Small bins in the right places throughout.

Rear-seat room would fit two adults comfortably for short trips. Three would require diplomacy. The rear door openings are a bit short for longer legs, though once you’re in, there’s decent headroom and shoulder room for two.

Cargo behind the rear seats measures 12.4 cubic feet with the seats up, expanding to about 27.8 cubic feet with them folded. The Cross Country’s elevated ride height means the load floor is slightly higher than that of the standard EX30, but the hatch opening is generous.

2026 Volvo EX30 Cross Country Twin Motor Performance Ultra On The Road

Let’s start with the easy part: this car is shockingly quick. Four hundred and twenty-two horsepower in a vehicle this size produces acceleration that will rearrange your internal organs if you’re not paying attention. Zero to sixty in 3.5 seconds is a number that doesn’t fully communicate what it feels like from the driver’s seat. That’s faster than the Stelvio Quadrifoglio that I had a while back. Under hard acceleration, there’s a noticeable lift at the front end, the nose rising as the rear motors push. It settles quickly, but you feel it.

Performance mode produces a genuine, perceptible bump in throttle response. Unlike some EVs that show you a range penalty when you enable a sportier mode, the EX30’s performance mode doesn’t seem to meaningfully affect the range estimate. Or it does and just doesn’t tell you. Through corners, the Cross Country handles its weight better than expected. Naturally, the battery sits low in the floor and the result is notably limited body roll for a car of this footprint. It doesn’t feel like a hot hatch, but it also doesn’t feel like it’s fighting itself to turn. With a 35-foot turning radius, the EX30 maneuvers in the city with ease.

With the all-terrain tires, the range drops to around 203 miles. On the standard 19-inch setup, you’re looking at 227 miles. Not great for long-distance driving, but it would make for a great commuter. It’s not a rock crawler, but it will handle dirt roads, light trails, and winter conditions a bit more confidently than the standard EX30. Ride quality is good, and while the seats are on the firm side, they are genuinely comfortable for longer drives, supportive without being punishing. The Cross Country’s slightly softer suspension tune, compared to the standard EX30, helps at real-world speeds, and the road noise is well controlled.

Now for the technology complaints, which are real and deserve an honest treatment.

Setting up Apple CarPlay (the first thing I do when I get a new loaner) was a recurring source of frustration. Getting it connected initially required agreeing to a sequence of settings confirmations that felt like too much work for a task that should be automatic. After that initial connection, hitting the CarPlay button did nothing on multiple attempts. Bluetooth audio worked as a fallback, covering music and navigation alerts adequately, but the full CarPlay integration never came together during my test week. There was more.

The steering wheel volume controls wouldn’t actually adjust the volume. There is a separate audio settings section buried in the menus that does work, but the wheel button (the one your thumb lands on reflexively) did nothing. The driver attention monitoring system is calibrated very conservatively. I received multiple warnings about inattentive driving while doing things like adjusting mirrors. The sensor, located on the steering wheel, struggles with drivers (like me) who rest a hand on top of the rim rather than gripping it, which is a common habit. Something to know going in.

The wireless charger, positioned in the center console, also behaved inconsistently for me, and the volume knob is also located further from the driver’s natural reach than it should be. This all echoes some of the issues I’ve had with recent Volvo test cars. One small pleasure: the EX30 makes a soft exterior chime. It’s a light, resonant tone when you lock and unlock it. It’s different from the usual electronic chirp. I noticed it every time. It’s a small thing that feels considered.

Summary

The 2026 Volvo EX30 Cross Country Twin Motor Performance Ultra is a genuinely good car that arrived in the American market at exactly the wrong moment. Tariffs complicated its pricing. The tax credit evaporated. EV demand softened. And now it’s leaving after one model year in the Cross Country configuration. So it’s a car that never had a fair chance to find its audience.

The powertrain is solid, and while you can find more range for the price on the market its a great commuter car. Plus, the interior is very clever, and I liked the adventure-spec treatment. The software needs work. A lot of work. Especially on a near-$50,000 car.

If you want one, the clock is running. Dealers have inventory, and production for the U.S. market wraps up after the summer. If you’ve been curious about the EX30 Cross Country, now is the time to go be curious in person. Just inquire as to whether there have been some meaningful software updates.

2026 Volvo EX30 Cross Country Twin Motor Performance Ultra
Base MSRP: $48,150 | Powertrain: Dual Electric Motor AWD | Output: 422 hp / 400 lb-ft | 0-60: 3.5 sec | Range: 227 miles (EPA est.) | Cargo: 12.4 cu ft (seats up) / 27.8 cu ft (seats folded) | Ground Clearance: 7.5 in

The post 2026 Volvo EX30 Cross Country Twin Motor Performance Ultra appeared first on Hooniverse.

Having had good luck there in the past, I decided to list the Montero with CarsAndBids.com. There’s no reserve on the auction, so whatever happens, happens. Here’s hoping the result is decent, of course.

I first acquired this Montero in 2019. Aside from a certain old Mercedes wagon, this is the longest I’ve ever owned a single vehicle. This boxy brute has lots of charm, tremendous capability, and I have to say, I think it looks pretty cool too.

Still, it’s an older vehicle with many miles on the chassis. So I’m certainly a little nervous to see just how it fares on the auction block. Things working in its favor include the relatively recent engine rebuild, both front and rear seals being fresh, the timing chain being replaced, and all of the upgrades I’ve done over the years.

What’s coming next? I will hold off on sharing that until after the sale of the Montero is done. I don’t want to get too excited about something before it happens, because then it might not happen. For now, please share the auction link with anyone who might be interested.

Now, if you’ll excuse me, I need to go clean out the glovebox, pretend I’m not crying, and reminisce about past adventures in this mountain goat of a machine.

The post For Sale: My 1991 Mitsubishi Montero Heads To Auction appeared first on Hooniverse.

Video Review

Powertrain

This particular truck, a Star White Metallic F-250 with a $7000 Platinum Plus Package, was equipped with a 6.7L High Output Power Stroke Diesel. The $13,495 optional engine turns this 3/4-ton pickup into a legitimate drag strip contender with 500 horsepower and 1,200 lb-ft of torque. Acceleration is smooth and effortless, especially at highway speeds, and it pulls with a level of authority that’s hard to fully appreciate until you experience it.

In the video I mentioned the base gasoline Godzilla engine as a 7.4L in the video. That was wrong, it is actually a 7.3L naturally aspirated V8 producing 430 horsepower and 485 lb-ft of torque. Much less power on paper but Godzilla is no joke. A lower output diesel, a differently tuned 6.7L, is available for $2000 less than the high-output diesel. That engine makes ONLY 475 horsepower and 1,050 lb-ft of torque.

All three engines are paired with a version of TorqShift ten-speed automatic transmission. 4×4 models, such as this one, have a part-time four-wheel drive system with a two-speed transfercase. A locking rear differential is optional or comes with one of the off-road packages. The optional Tremor package, not fitted to this vehicle, has a limited-slip front differential, among other goodies. This truck had the optional FX4 Off-Road Package which included all-terrain tires that made snow driving easy, even in 2WD.

Vehicles with a Gross Vehicle Weight Rating (GVWR) of more than 8,500 lbs, which includes this F-250, are classified by the EPA as heavy-duty vehicles. As such, manufacturers are not required to provide the standard fuel economy estimates. I wasn’t sure what to expect but I was shocked to see over 19 MPG on the onboard computer in highway cruising. With a 34-gallon fuel tank, this results in a theoretical range of over 640 miles. Models with an eight-foot bed have a 48-gallon tank, yielding over 900 miles of driving range.

Note: The high idle I experienced during filming is the Elevated Idle Control. This is a standard diesel engine function that helps the block reach operating temperature in cold weather.

Interior:

On the inside, the premium upholstery is officially called Venetian Leather and is a specific feature of the Platinum Plus (703A) equipment group. These heated, ventilated, and massaging front thrones are very comfortable. The rear seats are heated and once raised, there is a flat rear floor, or a nifty foldable bin can be raised for under-seat storage. There is a huge panoramic sunroof and lots of thoughtful storage throughout. The Max Recline day-bed seats allow for power naps on long busy days.

The dash layout favors usability, with physical controls for audio and HVAC functions alongside a well-integrated split-screen infotainment system. This is a much better setup than the F-150 Lightning’s big vertical screen with hardly any physical buttons. In the center console there is a wireless charger, a bin that can transform into a cupholder big enough to hold the largest Dunks iced coffee cup (not the bucket though), two more cup holders, center bin, and phone holders.

Payload and Towing:

The maximum gooseneck towing capacity for the F-250 is 21,500 pounds, and conventional bumper towing is rated up to 22,000 pounds. As for the legalities, a Commercial Driver’s License (CDL) is generally required only if the Gross Combined Weight Rating (GCWR) of the truck and trailer exceeds 26,001 pounds.

There are several systems to make trailering easier. The first is Pro Trailer Hitch Assist, which solves the back-and-forth headache of lining up the truck hitch with the trailer. It uses the rear camera and radar to identify the coupler, then controls the steering to put the hitch ball directly under the trailer coupler. The Pro Trailer Backup Assist is for the actual reversing once you’re hitched. Instead of the “steer opposite” mental gymnastics, you just turn the dash knob in the direction you want the trailer to go, and the truck handles the wheel work.

Finally, the Trailer Sway Control is part of the vehicle stability control system. This system actively monitors the motion of the truck to detect if a trailer is beginning to oscillate. If the system senses instability, it can apply individual braking to specific wheels and reduce engine power to help the driver bring the trailer back under control. This helps mitigate the effects of crosswinds or sudden maneuvers that can unsettle a trailer.

The large side mirrors, PowerScope mirrors, as Ford calls them, allow for power telescoping and folding from the cabin, though the lower convex glass remains a manual adjustment. The Ultimate Trailer Tow Camera System (standard on the Platinum) is pre-wiring for a customer-supplied trailer camera. Once mounted and plugged in, the video from camera displays directly on the center screen.

The payload for this 2026 F-250 with the 6.7L High Output diesel is 3,918 pounds (but check the door jamb, as the Platinum’s luxury gear may drop this). The payload is higher on the Godzilla-powered trucks because the engine itself is lighter. The bed is equipped with factory gooseneck prep, integrated power outlets, lighting, and multiple tie-down points. There are also folding steps all around the bed for easier access. Finally, the bed power outlet is part of the 2.0 kW Pro Power Onboard system, providing plenty of juice for tools or accessories while on the job site or camping.

Driving:

One of the more interesting aspects of the Super Duty lineup is just how usable these trucks have become day to day. Not long ago, driving an empty three quarter ton truck resulted in a chiropractor visit. But this truck flips that script completely. Even with nothing but a snow shovel in the bed, it felt composed, comfortable, and genuinely refined, to the point where a cross-country drive sounds less like a chore and more like a solid plan.

Despite its size, visibility is excellent, and with some practice it is easier to maneuver in tight urban environments than you might expect. That said, this is still a large truck and it demands space – parallel parking was not fun.

Conclusion:

If you’re regularly towing heavy loads, especially gooseneck or fifth-wheel trailers, stepping up to an F-450 may be worth considering for its wider front axle and improved maneuverability. But for most applications, the F-250 strikes an impressive balance between capability, comfort, and everyday usability. Step up to the Platinum model and you might find yourself questioning why luxury SUVs even exist. If you need this level of capability, it is very hard to make a case for anything else.

Photos: Kamil Kaluski, Craig Fitzgerald, Ford

Specs:

• Engine: 6.7L V8 Turbo Diesel
• Power: 500 hp
• Torque: 1,200 lb-ft
• Transmission: 10-speed automatic
• Drivetrain: Part-time 4WD, 2-speed transfer case
• Fuel Tank: 34 gallons with 6.5-foot bed, 48 gallons with 8-foot bed
• Length: 250.0 inches (6.75’ bed) / 266.2 inches (8’ bed)
• Width: 80.0 inches (excluding mirrors) Height: 81.5 inches (4×4 model)
• Wheelbase: 159.8 inches (6.75’ bed) / 176.0 inches (8’ bed)
• Ground Clearance: 8.5″-10.6 inches Interior Dimensions (Crew Cab)
• Headroom (Front/Rear): 40.8 inches / 40.4 inches
• Legroom (Front/Rear): 43.9 inches / 43.6 inches
• Shoulder Room (Front/Rear): 66.7 inches / 65.9 inches
• Hip Room (Front/Rear): 62.5 inches / 61.7 inches

The post 2026 Ford F-250 Platinum – One Take Review appeared first on Hooniverse.

2026 Toyota Prius Plug-In Hybrid Overview

The 2026 Prius Plug-In Hybrid (Toyota dropped the “Prime” name last year, so it’s now simply PHEV) comes in four trims: SE, XSE, Nightshade, and XSE Premium. All are front-wheel drive only, and unlike the regular Prius hybrid, the PHEV’s larger battery pack rules out the AWD option. Every version shares the same core powertrain: a 2.0-liter four-cylinder paired with a 13.6-kWh lithium-ion battery and electric motor for a combined 220 horsepower. On a full charge, you’re looking at up to 40 miles of all-electric range. When the battery runs out, it operates as a conventional hybrid, returning around 48 mpg combined. The 3.5-kW onboard charger brings the battery to full in about four hours on a Level 2 outlet.

Here’s how the four trims stack up:

SE — $33,775.
The entry point, and a genuinely compelling one. Heated front seats, wireless Apple CarPlay and Android Auto, Toyota Safety Sense 3.0 with pre-collision warning and lane-keeping assist, and up to 44 miles of EV range (the smaller 18-inch wheels help efficiency). The SE makes a strong case for the budget-conscious PHEV buyer.

XSE — $37,025.
Steps up to 19-inch wheels, a more sport-oriented exterior, SofTex-trimmed heated front seats, a power-adjustable driver’s seat, wireless charging, and an auto-dimming rearview mirror. The 19-inch wheel option slightly reduces EV range to around 39 miles.

Nightshade — $37,795.
The car we’re driving here. Builds directly on the XSE but with the blacked-out all-the-things treatment: black badges, black door handles, black bumper trim, black shark-fin antenna, and 19-inch black-finish alloy wheels. The headline addition is the Karashi yellow paint — a mustard shade that’s exclusive to this trim and polarizing in exactly the right way. The dashboard gets carbon-fiber-looking accents inside. This is the extroverted Prius.

XSE Premium — $40,470.
The range-topper. Upgrades to a 12.3-inch touchscreen, an eight-speaker JBL Premium Audio system, a fixed glass roof, ventilated front seats, and a surround-view camera — the last of which, frankly, should appear lower in the lineup given the rear visibility situation. More on that shortly.

2026 Toyota Prius Nightshade Plug-In Hybrid: Inside & Out

The silhouette is low, swooping, and genuinely aerodynamic. At certain angles, it borrows a little from the Tesla playbook with a low roofline, a fastback rear, and a sense of forward motion.

The Nightshade’s blacked-out exterior treatment works well against any of the three available colors (white, black, and yellow), but it earns its name most convincingly in Karashi. It is a very yellow car. The kind of yellow that reads differently in morning light than it does at noon, and that might take some thinking to fully commit to. The stranger who stopped me in the parking lot to say “wow, cool color” was not the last person to notice it. If you buy this trim in Karashi, accept that you may be having conversations about your car.

From the outside, the Prius is a statement. From the inside, it’s closer to a science-fiction film set. Specifically, and I say this as more of a Star Wars person than a Star Trek one, the interior reminds me of a Star Trek landing craft. It’s the windshield shape, the instrument cluster placement, the general sense that the cockpit was designed by someone who thought about what driving might look like in thirty years and worked backwards. It’s a good kind of unusual.

The dashboard runs an ambient light strip across its width, enhancing the futuristic effect without being garish. The heated steering wheel is excellent, and the carbon fiber-look dashboard accents add visual interest without feeling like they’re trying too hard.

The wireless charger sits next to the gearshift, which is a sensible location by most measures. In practice, it means the cupholders live further back. It’s not a dealbreaker, especially if you have longer arms, but it’s worth knowing before your first coffee run. The charger itself was inconsistent in my experience: placement that looked correct sometimes charged, sometimes didn’t. Unlike some of the more reliable wireless chargers I’ve used in recent press cars, this one needed babysitting. The volume knob also sits too far away for comfortable use while driving. It’s a reach.

The main infotainment screen on this trim is a respectable size, and the system runs Toyota’s latest Audio Multimedia platform with wireless Apple CarPlay and Android Auto. It looks slightly tacked-on from some angles, as most touchscreen interfaces bolted onto existing dashboards often do, but it’s not distracting to use. One gripe, though, and it’s pretty common across the industry. Apple CarPlay takes over; it fills the entire screen, so Toyota’s native controls disappear behind it. There’s no persistent strip of shortcuts or hard buttons to use. If you want to access a Toyota system function while CarPlay is active, you’re hunting. My Jeep’s Uconnect keeps a row of primary functions visible regardless of what’s running, and I missed that here.

The driver’s instrument display is pushed forward into the top of the dashboard, positioned for line-of-sight viewing, and it mostly works. Getting the steering wheel positioned so it doesn’t clip part of the display takes some adjustment. The driver awareness system, which monitors attentiveness using a sensor near the steering wheel, needs to be mentioned. I received multiple warnings during the first day of driving. One, while adjusting the mirrors, others simply because I drive with my hand resting on top of the wheel, which apparently reads as insufficient steering contact. It’s calibrated conservatively and is always watching. Curious if I could ask it how my singing sounds?

There’s also a small storage compartment low in the center stack, the kind of discreet hidey-hole that’s genuinely useful for anyone who wants to keep a wallet or phone out of sight but within reach. My dad was a cop for years, and he would have loved this compartment.

Rear seat space is adequate for the class. Cargo behind the rear seats measures 20.3 cubic feet on the Nightshade. That’s less than the non-plug-in LE’s 23.8, owing to the battery pack, but the hatchback opening is wide and practical, and the seats fold to expand cargo space considerably.

2026 Toyota Prius Nightshade Plug-In Hybrid: On the Road

Decent horsepower in a car that weighs about 3,500 pounds is a recipe for fun. Well, maybe not “fun” but around town in EV mode, the Prius is whisper-quiet and genuinely quick off the line. When the gasoline engine kicks in, which it does so smoothly, without drama, the transition is noticeable but polite. Highway cruising is comfortable and confident. The 39-40-mile electric range covers a typical day’s commute without touching the gas engine at all.

The turning radius is legitimately impressive. My personal benchmark is whether a car can execute a U-turn on my street without a three-point correction. My two-door Jeep clears it. The Prius Nightshade nailed it in one clean lock.

Unfortunately, I took the Prius on a 120-mile round trip to a family funeral, but it handled the highway leg capably. My back remained comfortable through the first half; by the return leg, I’d been leaning my right leg against the lower dash surround, which is a harder surface than you’d want for extended contact. Not painful, just something you’d notice on a long drive. The seats themselves are supportive and sized appropriately.

Rear visibility deserves a mention. The curved rear hatch creates a meaningful blind spot when reversing. You adapt, and the standard front and rear parking sensors help, but reserving the surround-view camera for the XSE Premium is the wrong call. At this price point, with this body style, everyone should have it.

Summary

The 2026 Toyota Prius Nightshade Plug-In Hybrid is proof that a car can change its personality without changing its mission. It’s still one of the most efficient, most sensible choices in its class. It just doesn’t look or feel like a sacrifice anymore.

Forty miles of electric range covers most daily driving without the gas engine ever waking up. When it does, 48 mpg keeps running costs low. That’s the case for the Prius in 2026: the vegetable part of your meal is actually delicious now, and it comes in yellow.

2026 Toyota Prius Nightshade Plug-In Hybrid
Base MSRP: $37,795 | Engine: 2.0L 4-cyl + 13.6-kWh battery | Output: 220 hp combined | Transmission: ECVT | Drivetrain: FWD | EV Range: ~39 miles | Fuel Economy: 48 mpg combined (hybrid mode) / 114 MPGe | Cargo: 20.3 cu ft

The post 2026 Toyota Prius Nightshade Plug-In Hybrid appeared first on Hooniverse.

The worst part of that last sentence? It was completely my fault.

When I initially filled the gearbox with transmission fluid, I stopped as soon as I saw fluid start to weep from the fill hole. That was not enough fluid. I needed to let the fluid settle for a second and keep filling. This is a long way of saying I underfilled the damn thing. This is why it failed after 20 minutes of driving. There was some fluid in there, but eventually the bearing on the input shaft got so hot, jammed up, and that’s how I was left sitting on the side of the road waiting for AAA.

Fast forward to today, however, and the car is in a better state. The T5 is fully repaired, properly filled, and mounted back in the car. Sort of.

During this installation, the shifter didn’t line up as neatly with the hole in the trans tunnel. That’s weird, because everything else is bolted up correctly. Or it seems that way. I’ve taken the car for two runs around the block, and everything is working nicely.

But I’m holding off from driving it more until I realign the gearbox. Additionally, the two bolts that connect the trans mount to the bottom of the T5 tail housing are not fully tightened. The holes are threaded, but the bolts aren’t properly grabbing. I felt the gearbox lurch a bit under a harder pull, and I assume this is due to those two loose bolts.

They may be the wrong size, but I believe we used them when we initially installed this thing and they worked great. Either way, not a difficult fix – especially when I need to back under the car, loosen everything up, and get this transmission sitting in its proper place.

After that, I plan to start cleaning up the interior a bit more. I’ve added three-point belts front and rear. I need to get the side glass moving more easily, as it’s a pain in the ass to roll the windows up and down. Eventually, I want to replace the front and rear glass and get fresh weather stripping on them. And then it will be time to add a sound system, because I like tunes when I drive.

Regardless, the car runs. The engine sounds amazing. And I’ll be driving around by this weekend, once I adjust the transmission’s position.

As for my other car… I’m prepping the Montero for sale. So stay tuned for the replacement on that one. Yes, I already have my eyes on something.

The post NONWICK: So How’s My 1967 Ford Mustang Doing? appeared first on Hooniverse.

Images: Kevin Nguyen

Drivetrain

Underneath the skin, the Tremor packs a 3.73 gear set with a limited-slip front and a locking rear diff—a setup the Raptor actually dropped recently. The dual exhaust on this V6 sounds surprisingly throatier than you’d expect, especially on a cold start. But the real win is the utility. The payload and towing capacities absolutely embarrass the Raptor. We’re talking up to 13,500 lbs of towing (V6) and 2,225 pounds of payload (V8) versus the Raptor’s 8,000 and 1,200. If you actually own a trailer, the choice is mathematically obvious.

Tailgate and Bed

The “Pro Access” tailgate is Ford’s latest trick, featuring a swing-out door built right into the gate so you don’t have to lean over the ledge like a gymnast every time you need a tool. There is a handy step, too. With the tailgate folded down, on the inside of it, you’ve got magnetic bins to keep your screws from falling into the abyss and a 2.4kW outlet that can power real tools. It’s a mobile workshop, not just a lifestyle accessory.

Interior

Moving into the cabin, it’s essentially a massive American sedan with a bed. The visibility is excellent because unlike other truck makers, Ford realized that being able to see out of the side windows is helpful when turning. You get the flat-folding work surface for your laptop, hidden storage under the rear seat (that converts into a flat floor), and a 4WD Auto mode that is helpful in the winter, or on the boat dock. The tech is dense but intuitive, right down to the configurable digital gauges that tell you the actual temperature of your coolant instead of just a vague needle pointing toward “fine.” It’s a great place to spend time, whether you’re cruising the highway or navigating a job site.

But… if I was buying a loaded F-150, which would I buy?

I’d buy the Raptor.

2025 Ford F-150 Tremor Engine Specs

ENGINE: 5.0L Ti-VCT V8 (Coyote)

• Horsepower: 400 hp
• Torque: 410 lb-ft
• Max Towing: 12,900 lbs
• Max Payload: 2,225 lbs
• Starting MSRP: $64,915
• Best for: Exhaust sound, high payload, and long-term tuning potential.

ENGINE: 3.5L ECOBOOST V6 (Twin-Turbo)

• Horsepower: 400 hp
• Torque: 500 lb-ft
• Max Towing: 13,500 lbs
• Max Payload: 1,885 lbs
• Starting MSRP: ~$65,500
• Best for: Low-end torque, heavy towing, and high-altitude driving.

The post The Working Man’s Raptor: 2025 Ford F-150 Tremor appeared first on Hooniverse.

2026 Acura Integra Overview

The Integra is back! OK, it’s been back for a few years now, and by this point it’s earned the right to be evaluated on its own terms rather than as a nostalgia play. The 2026 model continues as a four-door liftback. Don’t call it a sedan, don’t call it a hatchback, Acura prefers “liftback.” It’s powered by a 1.5-liter turbocharged four-cylinder making 200 horsepower and 192 lb-ft of torque. Yes, it’s the same engine as the Civic Si. We’ll get to that.

It’s pretty wild that Acura’s build site starts with a chassis image, not the full vehicle. Very techy, curious how it plays with buyers. Either way, you can choose from three trims, not including the brilliant Integra Type S. Here’s how the lineup breaks down:

Base Integra — $33,400.
The entry point, and not a bad one. You get heated front seats, a nine-inch touchscreen, wireless Apple CarPlay and Android Auto, and the full AcuraWatch safety suite. CVT transmission only at this trim.

Integra A-Spec — $36,900.
Adds the sport exterior treatment, 18-inch Berlina Black wheels, ambient LED lighting, and a sportier interior vibe. Still CVT only, but the car starts to look the part it wants to play.

Integra A-Spec with Technology Package — $39,200 (CVT) / $39,200 (6MT).
The sweet spot of the lineup, and the car we’re driving here. The Technology Package brings meaningful hardware: an Adaptive Damper System, the 16-speaker ELS Studio 3D Premium Audio setup, Ultrasuede-trimmed front seats, a head-up display, rain-sensing wipers, and a surround-view camera. Critically, it’s also where the six-speed manual transmission comes into play — at no additional cost over the CVT. Drive modes expand from three to four, adding an “Individual” setting to the mix. For most buyers, this is the Integra to get.

Double Apex Blue (not white, as the sticker says) adds $600, and the painted grille is $325, but otherwise you’re out the door on a new manual Integra A-Spec with the Tech package for around $41,000. As usual, let’s see if it stacks up to its MSRP.

2026 Acura Integra A-Spec: Inside & Out

First, let’s talk about the grille. For 2026, Acura made the body-colored grille an available option. Reception on social media was mixed — which, if you’ve spent any time on automotive Twitter, means roughly half the people loved it, and the other half were upset in a way that felt disproportionate to the stakes involved.

Acura has a complicated grille history. The “beak” era was a rough stretch, an aggressive front-end experiment that polarized people for the better part of a decade. The brand has been on an upswing since, and the current Integra’s front end is genuinely handsome in its standard form. The body-colored option is a stylistic choice — it reads cleaner and more monolithic in person than it does in press photos. Whether it’s for you is a personal call, but it reads as confident rather than desperate, which is the right direction.

Beyond the grille, the A-Spec trim gets a new aero body kit for 2026, black 18-inch wheels, and a low, athletic stance that lends the liftback its sporty pretensions. It looks like a car that wants to be driven. That counts for something.

Small details matter in cars at this price point, and the Integra gets a few of them right in ways you don’t always expect. The HVAC controls use physical rotary buttons that produce a satisfying click-click-click when you cycle through fan speeds. This sounds like a trivial thing until you’ve spent a week in a car where climate adjustments happen through a touchscreen sub-menu.

The dashboard metallic trim looks more premium than the price tag strictly suggests. It’s not quite at the level of a BMW or Audi’s interior materials, but it seems considered rather than merely adequate. The overall cabin architecture is clean and sport-oriented without being too aggressive. Our test car wore a cream interior with blue accent stitching, a combination that’s easy enough to opt around if it’s not your thing; there is a plain black option.

The gear selector is worth a brief mention. It’s a compact, well-weighted knob that’s satisfying to use, unlike larger, chunkier shifters. For cold-weather buyers, the metal gets cold. It will probably also get warm in summer. Bring gloves or patience accordingly.

Rear seat room is decent. I wouldn’t want to sit behind my own driving position for an extended trip, but I imagine adults can tolerate it for reasonable distances. For a car of this size, that’s about the right expectation to set.

The liftback configuration gives you 24.3 cubic feet of cargo space with the rear seats up. That’s a meaningful number for a car this size, and better than most compact sedans. Its genuinely useful for people who buy sport compacts as daily drivers rather than weekend toys. The hatch opening is wide and practical.

2026 Acura Integra A-Spec: On the Road

200 horsepower in a front-wheel-drive car weighing around 3,100 pounds is enough to keep things entertaining. In first gear, the Integra will light up the front tires if you’re not careful — or if you are careful and decide you’d like to be briefly less careful. The engine sounds good doing it, which matters more than people admit in car reviews. There’s a note to the exhaust that earns its performance claims without resorting to the artificial sound augmentation some competitors use to compensate for uninspiring powertrains.

The rev-matched downshifts on the manual are lovely. The blip-on-downshift is immediate and accurate, the kind of feature that amplifies your back-road driving experience. Even if you could heel-toe perfectly every time (which, let’s be honest, most of us can’t), the rev-matching makes it feel like you can.

Dynamic mode on the drive mode selector actually seems to do something, a distinction worth making, because on a surprising number of cars, “Sport mode” functions primarily as a placebo. Here, the throttle response firms up, the transmission revs more aggressively, and the whole car feels a shade crisper and more alert. It’s not a transformation, but it’s a genuine difference. The Adaptive Damper System — standard on the A-Spec with Technology but not on lower trims — is doing real work. The ride quality is firm enough to feel connected without being punishing, a balance many sport compacts miss in either direction.

A few ergonomic notes from a week behind the wheel. The front A-pillar is low enough that ducking in and out takes some conscious attention, depending on your height. Getting the seating position right takes some patience. There’s a zone where you feel too close to the dashboard, and another where the pedals feel slightly out of reach, and the sweet spot lives in between them. Once you find it, the seats — supportive, well-bolstered, with a headrest that sits naturally close to the back of your head — are genuinely comfortable for longer drives.

The turning radius is better than you’d expect. My personal benchmark for this is whether a car can complete a U-turn on my street without a three-point correction. My last two-door Jeep could do it. The Integra came very close, a solid result for a front-wheel-drive car with a 107-inch wheelbase

The Bottom Line

Back to that comparison that follows you everywhere with the Integra is the Civic Si, and it’s a legitimate one. Both cars share the same 1.5-liter turbocharged engine, broadly similar driving dynamics, and a shared chassis. The Civic Si starts at $31,495. The Integra starts at $33,400 and climbs to $39,200 for the A-Spec with Technology Package, the trim that makes the most compelling case for itself.

So what’s the Integra’s premium price buying you? A few things, actually. The Integra’s interior materials are a bit step up. The Adaptive Damper System on this trim produces a better ride quality than the Civic Si. The ELS Studio 3D audio system is genuinely great in a way that most cars in this price range aren’t. And the hatchback body configuration, with 24.3 cubic feet of cargo space, gives you real-world utility that a traditional trunk-based sedan can’t.

But the fact that we’re comparing an Acura to a Honda is telling. Hardly any other company is making affordable, quick, manual sedans. There is no truly affordable hot Corolla; the GR starts at $40,000 and has been hit with tons of dealer markups. You have to look at Hyundai’s Elantra N to find something similar. So what Honda is doing is, in part, what Honda has always done, albeit with some lapses. Making fun, practical daily drivers.  So whether you’re into the Civic or the Integra, embrace it, buy one, because they’re a very good daily driver. 

2026 Acura Integra A-Spec with Technology Package

Base MSRP: $39,200 (CVT) / $39,200 (6MT) | Engine: 1.5L Turbo Inline-4 | Output: 200 hp / 192 lb-ft | Transmission: CVT or 6-speed manual | Drivetrain: FWD | Cargo: 24.3 cu ft | Fuel Economy: 32 mpg combined (CVT) / 30 mpg combined (6MT)

The post 2026 Acura Integra A-Spec w/Technology: Review appeared first on Hooniverse.