Fun fact: The Trail Finder 2 platform is over a decade old. So with a new release, what’s actually new? This 1985 Toyota Pickup model gets a pretty cohesive and substantial round of upgrades, all of which we’re thankful to see for a dated chassis. Most notable is the ultra-retro 1985 single cab Toyota Pickup design, accessorized with a period-correct roll bar and high-mount KC lights.

That pretty body also gets a new quick-release mount system. This is honestly excellent news since the old system was anywhere from annoying to infuriating depending on the mood of the user. There’s also new BFGoodrich Mud-Terrain KM2 1.7” tires with the GripTec Red compound and hand-painted white lettering. That’s some above-and-beyond stuff right there. The wheels are 1.7” stamped steel SR5-style lookers with scale hubs that you remove with a socket.

The big story here is the Toyota body. To a guy who cares more about performance than peacocking, the actual appearance of this thing is extremely is impressive. It’s the first RC truck I have had second thoughts about running and subjecting to my regular gambit of trailing and rock crawling. Then I remembered that it’s ultimately a toy meant to represent the full-size thing and that my own full-size rig is scratched and bruised in ways that show it has been used as intended.

Underneath the hood of this 1/10 scale RC is the legendary 22RE engine with painted details, and the truck is sprung on X-Ring shocks mounted on V2 Toyota axles with Xtreme Velocity Duty axles shafts. Being a Trail Finder 2, this is a leaf-sprung rig with a leaf-under-axle configuration. The truck can be reconfigured to have the leafs over the axle, and RC4WD even provides the directions to do so. The benefits of doing such come at the expense of the dialed-in factory-look scale aspect of this rig, but in turn you get extra ground clearance, better off-road capability, and the ability to run larger tires. Needless to say, we will eventually be doing the suspension reconfiguration on this test unit.

Let’s discuss the suspension further. About those leaf springs: They’re period correct, and that’s awesome, but they take some getting used to. Out of the box, the springs themselves are extremely stiff. So much so that I actually said out loud, “Man, I can’t believe how stiff this thing is.” Then I looked around to see if anyone heard and remembered I was home alone. So, thankfully only Google and my iPhone heard. Whew.

The stiffness of the leafs also means you need to adjust your driving style to account for this, at least until they soften up and really let the shocks themselves do more of their job. Driving or piloting a leaf-sprung RC (whether scale or full-size) is completely unlike anything else. On the trail, even out of the box, it’s simply an awesome, totally different experience.

Backing up a bit, it’s no secret that the RC community has a love-it-or-hate-it relationship with leaf springs and the RC4WD brand alike. You have the die-hard fanatics, and then you have those who wouldn’t touch either with a ten-foot pole. One of the latter’s concerns is usually portrayed as build quality, and with any RC4WD product you need to nut-and-bolt the rig for tightness of all the pre-installed hardware. And as for this test unit, that means pre-”installed” stickers, too, which needed some finessing. Minor qualms, but qualms nonetheless.

The build quality is otherwise solid, though it should be for an RC dating back so long; Toyota certainly nailed the build quality of the 5th gen 4Runner by the end of its run, and it’s one of the best-built vehicles of all time. The new RC4WD single-cab body is quite nice, with real craftsmanship as the showcase here, especially for us Toyota fans— and don’t forget, this is a scale-forward truck, so it’s more about the details than outright capability.

We (i.e., I) do have to voice a few other qualms: The included remote is old and feels even older. We’d at the very least like to see the wheel on it reflect the era of the truck it controls instead of looking like it came out of the early 2000s tuner scene. The battery straps are, too, ancient and infuriating. After ten minutes battling these needless frustration points I promptly affixed Velcro to the battery and its tray, immediately remediating the needless straps.

Similarly, the new quick-release body mounts are better than the screw-style mounts used on prior RC4WD trucks, but the new design is still far from perfect. Getting the body and mounts to line up requires some manipulation, and we can’t help but think other brands have figured out the body mount situation much more simplistically. Then again, for a first go at a modern mounting system, it’s certainly a huge improvement over what prior TF2s had to deal with.

Pricing comes in at $569.99, which is in line with other Trail Finder 2 rigs. That’s a huge number if you’re most familiar with the smaller side of RC crawlers, like I am. But as far as details go, the new Trail Finder 2 is unmatched.

Ultimately, the newest TF2 is a very good time, especially if you’re a Toyota fan and/or care about your RC vehicle representing the full-size side of things in reality. It’s nowhere near the most capable RC4WD product; those looking for such should seek the C2X or Bully. But looking at this TF2 bouncing along the trail is just pure joy. Still, this truck isn’t as much about the driving experience as it is the experience of looking at it doing what it’s capable of. Hardcore trailers or crawlers should look elsewhere and brands like Axial, Redcat, and Traxxas have you covered. Yet those interested in true scale RCing and running flat/hiking trails will find the newest TF2 to be pretty close to perfect, especially if you’re a Toyota fan or someone who loves what are not retro 4x4s.

Bonus: Because so much of the RC hobby is tinkering and making things your own, I wasted no time throwing a bigger, grippier, more aggressive set of wheels and tires onto the TF2.

Pulled from a stock Axial UTB18 Capra 4WS (which now runs the stock tires that came on the RC4WD C2X), the directional Mickey Thompson Baja Pro X tires mounted to Pro-Line Holcomb Crawler Bead-Loc wheels look properly mean underneath the Toyota’s body. Sure grips better, too…

(Disclaimer: RC4WD provided the vehicle for the purpose of this review.)

The post RC4WD 1985 Toyota Pickup Trail Finder 2: Scale RC 4x4ing At Its Finest appeared first on Hooniverse.

My daughter and I were on our way to the Lucerne Valley region of California for a bit of desert camping. Unfortunately, due to our schedules, we set off a day later than the rest of our group. But the 3.5-liter V6 with 285 horsepower on hand had no issues helping us pick our way through the relatively sparse Saturday morning traffic. Sure, the rig could use a bit more grunt to make up for the added weight of its rather nice interior, all-terrain tires, and extra stuff that comes fitted to most modern cars. Add in the meager weight of my camping gear, and we had a decent amount of stuff of our own—but this Passport kept on trucking.

The aforementioned problem arose, as I said, when we got to the dirt. Good news for the Honda, however, is that this was not a capability issue. Waze had sent us about a mile and a half away from our actual intended destination. Here, off the beaten path, not far from the even more rugged Johnson Valley landscape, I needed to pick a spot in the distance that seemed like a good idea, and ramble my way up and over rocks, across dual-track width side-by-side trails, and through the increasingly hot California desert landscape.

Never once did I put a General Grabber tire in the wrong spot. There was no complaining from the suspension system. And the only weak spot in the whole setup is a braking system that could use a slight punch up in performance to handle the overall heft of the Passport Trailsport.

Once settled, I was able to test some other fresh gear: my new Gazelle T4 tent and Hest Foamy Wide sleeping pad. I purchased both with my own money (however, Hest did send a second pad for me to test free of charge—it just didn’t get here in time for our camping trip). This sleep pad isn’t cheap, but good sleep goes a long way when you’re camping.

With sustained winds north of 10 mph and gusts hitting the high 20s, the ideal camping weather was not to be found. Still, my Gazelle tent stood rock solid while other tents were crumpling in the wind. Setting it up is a delightfully simple affair, and the stakes held their ground wonderfully. Inside the tent, I let my daughter have the sleeping pad for the night while I just double-stacked a pair of sleeping pads. We both slept great, and I actually got some time on the Hest pad in the morning when my daughter woke up early to go for a short walk.

This setup is easily the most comfortable I’ve felt in a ground tent. There’s so much cushion in that Hest pad, and it’s a perfect blend between a stiff mattress and memory foam squish.

Since I no longer have my roof-top tent (or my Montero, more on that soon), this will be my new go-to camping method: the Gazelle and the Hest. After a weekend in fairly brutal winds, I’m happy to report just how well the whole setup works. I look forward to my next camping trip that much more, in fact.

Once the weekend was over, everything was effortlessly swallowed up by the Passport. This is a perfect weekend-warrior machine that doubles as a comfortable daily driver capable of easily dismissing the average potholes around town.

This trip helped show me that, while my roof-top tent was great, sometimes a simpler setup can deliver an equally or more impressive weekend away from home. Even if the wind doesn’t want to play nice.

Disclaimer: Honda tossed me the keys to the Passport Trailsport and included a tank of fuel. Hest sent over a sleep pad for review, but the specific one used here I bought myself. And I’d buy it again, it’s awesome.

The post The Honda Passport Trailsport is a Perfect Weekend Warrior appeared first on Hooniverse.

This wasn’t my first go with an Escalade V. The first one I drove was back in October of 2022, and guess what? The truck is still alive and kicking, loud as ever. Pricier than ever, though, with this example starting at $168,000 and tallying $179,335 thanks to the Executive Second Row Seating package ($7,500), Radiant Red paint ($1,250), front license plate bracket ($15.00– really?), and $2,595 worth of Destination.

Then again, shouldn’t it be expensive? Luxury is expensive. Going fast is, generally, expensive. Combine the two and the result is exactly as expected.

So is the V’s driving experience. It’s fast by the book, but the V is more about the drama. Floor it from basically any speed and the rear squats and the front lifts towards the sky, the quad exhaust tips bellowing to the heavens pleading for the V8’s life to be spared.

Cadillac says the V does 0-60 MPH in 4.4 seconds and the quarter mile in 12.7 seconds. Those numbers are hardly impressive in the land of the less expensive Rivian R1S Quad-Motor running the same sprints in 2.6 and sub-11 seconds, and weirdly the V doesn’t even feel outstandingly quick from the driver seat even though its 682 horsepower and 653 lb-ft of torque are unquestionably massive numbers.

Maybe it’s the sheer volume; in a land of near-silent cars being able to fire off rapid, constant, repeatable dizzying acceleration runs, the amount of volume created by the V makes you think it should be accompanied by more speed. Sure is a good time though. The transplanted Blackwing engine’s power is potent, yet full-time AWD means you’re hard-pressed to get in trouble aside from the speed limit standing as a perpetual foe.

On the luxury front, the V actually does a good job overall. Some aspects are major letdowns— for example, the gear shifter and turn signal stalks are the same parts-bin components as those in the $30k Chevy Bolt— which you have to expect in what is, ultimately, a gussied up Tahoe underneath the fancy clothes. Then again, the massaging seats, panoramic infotainment screen, automatic powered doors, plentiful tech, and that magnificent V8 do a fair job of making the Caddy convincing of its price.

Not that an Escalade V buyer will notice or care. We suspect the person getting into one of these either comes into the dealer for a Blackwing and remembers they need space for their kids’ hockey gear, or simply is an existing Escalade buyer that wants the fastest, most powerful, and most expensive Escalade there is. That’s the Escalade V for you; equal parts Escalade and rocket-powered land yacht, it’s no doubt the daddy of the Caddies.

Rowdy, pointless, and a perfectly American take on the super-SUV, the Escalade V is more power-flaunting than it is about outright speed. The name of the game here is sheer flamboyance, and the best thing about the V is that it doesn’t take itself too seriously. It cares about fun and utter hooliganism above all else. Debating the merits of a 6,350 pound rig’s dynamics is moot; those seeking the ability to tango over line dance have plenty to choose from in the land of German hi-po SUVs. Yet the Cadillac Escalade V is just something else entirely. It’s obscene, it’s unhinged, and we love it.

Yay

• Hilarious sound and most of the speed to go with it
• Rides well and is no less comfortable than a non-V model
• The luxury equipment you expect from a vehicle at this price point
• Super Cruise is an excellent hands-free system

Nay

• Some economy car grade materials and switchgear
• Fuel economy? Hahahahaha good one
• Could use slightly visual distinction from non-V models

The Takeaway

There really is no reason for the Escalade V to exist other than that it can. We’re grateful it does.

The post 2026 Cadillac Escalade V Review appeared first on Hooniverse.

Big Time Upgrade

Ever living up to the kind Canadian reputation, Elka sent me their 2.5 Reservoir Coilover suspension kit (P/N 90116) to test on the rock-strewen trails and pothole-littered roads of the Northeast. The package includes 2.5 Reservoir shocks with 56mm anodized aluminum bodies housing internal hydraulic valving, a proprietary low-friction oil, and a beefy ¾” shock shaft.

The remote reservoir suspension is coilover style up front and with the shock and coil separate at the rear axle, making the only thing missing from the Elka kit the rear springs. To match the weight of the GX and its use case, I ordered Dobinsons C59-327 springs.

Newly Suspended

Initial impressions of the Elka suspension (uninstalled and waiting patiently on the floor of my garage) showed immediate high-quality craftsmanship and appearance. Actual care went into making these parts. It’s refreshing given how so much of the automotive industry is focused on volume exclusively. These parts look great.

I planned to install everything myself yet once again life had other plans. Instead, my trusted “local” shop tackled the job. They told me that installation of the Elka kit was very straightforward: Unbolt the old parts, bolt on the brackets for the reservoirs, install the new parts, and give it a test run. Done.

Tarmac time

Driving the GX home was a revelation. I won’t go so far as to say it rides like stock, mainly because I haven’t driven my or any GX460 in stock form in over 4 years, but it’s extremely comfortable on every surface. Any harshness is from the overly-heavy duty Load Range E tires. The Ironman4x4 suspension that was on the truck prior wasn’t “shot” per se, though it was definitely showing signs of being worn thanks to the rough roads in my area and the extremely rock-forward wheeling it endured. Compared to before, the Elka simply rides beautifully on tarmac, caring very little about uneven and pothole-ridden surfaces. Small impacts hardly make it into the cabin, and bigger bumps are controlled, single-motion events.

Trail time, too

I also put the Elka kit to the test on my local trails. Here, the compliance was also very present, however it was outshined by the amazing performance. The flex is excellent and the uptravel-downtravel balance is a strength of this setup and ride height. If there is a limiting factor off-road, it’s either the independent front suspension or KDSS tying everything together. The Elka suspension did great, doing its damndest to keep tires on the ground every possible second, and even though there’s plenty of settings to tinker with, I didn’t feel the need to.

Needless to say, the Elka suspension looks killer and feels truly premium. I do want to adjust the mounting location of the remote reservoirs at some point– perhaps up under the hood or behind the bumper for the front and in the spare tire well out back, so as to move them further out of harm’s way– but the truck looks and feels so much better that I genuinely love driving it again.

A New Contender Takes The Stage

I first heard about Elka when exploring suspension options for the ATV that I owned about 15 years ago. The Canadian company had a reputation for quality, and they really only started making a push into the truck and SUV world as of the last few years. While there’s plenty of options out there for the J150 Land Cruiser Prado platform, Elka’s GX460 setup is eye-catching, beefy, and extremely tunable without carrying an ultra-premium price tag.

Durability obviously remains to be seen, but it’s comforting knowing that the shocks are fully rebuildable, and Elka tells me they should be good for 50-60k miles before needing that service. Expect closer to a ~30k interval when frequent, harder off-roading is involved, but Elka also told me some drivers have put 100k on this or similar suspension before needing a rebuild, so YMMV.

Really, no qualms whatsoever to this point. Kudos to Elka for taking a swing at the GX460 platform and hitting it out of the park on the first try; this is a great upgrade for anyone going from stock to a lifted ride height or someone looking to change up their already-modified truck and put fresh suspension underneath the rig.

The post 2018 Lexus GX460 Build Project | Elka Suspension appeared first on Hooniverse.

This isn’t just a regular TX, though. The 2026 TX 550h+ gets an exclusive powertrain, a quieter cabin, and the longer warranty that comes with the Lexus purchase. Whether the financial math maths for you is a personal question. Let’s look at what the $80,000 ($85,369 in this case) is actually buying.

2026 Lexus TX Plug-in Hybrid Overview

The TX lineup for 2026 spans four powertrains and multiple trim levels, which sounds complicated but sorts out cleanly once you understand the logic. Basically, you start with the TX 350, then hop up to the TX 500h Hybrid (both of which I have reviewed). The 550h+ sits at the top of the powertrain hierarchy and is available only in the Luxury grade.

TX 550h+ Luxury AWD — from $82,060.
A 3.5-liter V6 working with two electric motors and an 18.1-kWh battery gets a combined 404 horsepower. AWD is standard and the only option available. EPA-estimated at 29 mpg combined in hybrid mode, 76 MPGe, and 33 miles of all-electric range. Zero to 60 comes in 5.9 seconds, about as quick as my 2001 Honda Prelude was back in the day.

Standard equipment at this grade is extensive: heated and ventilated front and second-row seats, power-reclining third-row seats, a 14-inch touchscreen, a panoramic glass roof (new for 2026), semi-aniline leather, and a Mark Levinson audio system. One important note for PHEV shoppers: the TX 550h+ supports Level 1 and Level 2 charging only. There is no DC fast charging option. A full charge takes approximately three hours on a Level 2 outlet. Plan accordingly.

While we’re talking specs and features, back to that Grand Highlander question. The top trim Platinum AWD rings in around $60,000 fully optioned. The extra $20,000 buys you the exclusive PHEV powertrain, a quieter, more refined cabin with better seat materials, a 14-inch screen versus the Grand Highlander’s 12.3-inch screen, a longer warranty (4 years/50,000 miles versus Toyota’s 3/36,000), and, if you need it, the Lexus badge.

Our TX tester had some options added; you can read for yourself above. That all results in an out-the-door price of $85,639. Whether that math works is, again, a personal question. Let’s get into the details, shall we?

2026 Lexus TX 550h+ PHEV AWD: Inside & Out

The TX 550h+ gets Lexus’s current Unified Spindle grille treatment, which is body-colored and cleaner in execution than the more aggressive expressions of the spindle design from a few years back. The proportions feel right for a three-row vehicle of this footprint. It feels substantial but not bloated. The 22-inch alloy wheels on our test vehicle looked pretty good, and at least they aren’t black.

Despite its dimensions, the TX handles urban parking with less anxiety than you might expect from a three-row SUV. Visibility is good, and the available surround-view camera means you are never truly guessing about where you’re going.

Inside, the 14-inch touchscreen feels large, but Lexus has integrated it thoughtfully rather than just bolting it to the dashboard. Round physical shortcut buttons flank the screen on both sides, which keep the most common functions accessible without menu navigation.

One honest note on muscle memory: I kept reaching for the temperature control when I meant to reach for the volume. The layout puts those two functions closer together than I expected, and I made the wrong grab more than once during the test week. This is the kind of thing that vanishes after a bit of ownership time, I’m sure.

Front seat quality is excellent. Nice leather, and the 14-way power-adjustable seats have heating and ventilation. The driving position is elevated, giving you a nice perch to see what’s happening around you. The standard panoramic glass roof brightens the cabin nicely.

Storage in the TX is genuinely well thought out. The wireless charging pad sits on a surface that retracts to reveal a hidden cargo compartment underneath, which I have been seeing in more vehicles recently, and I like it every time. It is the right idea to keep valuables out of sight, but with easy to access when you need them.

The cupholders in the center console are removable, so you can store something larger in the space or clean out crumbs and accumulated debris without a shop vac. The center console between the second-row seats also has the same removable cupholder system. For families, this is a small detail that becomes a large one over time.

The second row is adjustable fore and aft. With the second row pushed forward, adults in the third row have legitimate legroom. With it pushed back, the third row becomes less hospitable, but the second-row passengers are correspondingly more comfortable.

Cargo space in the TX is solid for the class. Behind all three rows, you get 20.2 cubic feet, which is enough for a real grocery run without asking anyone to move. Fold the third row, and that opens to 57.4 cubic feet, and the power-fold makes it quick. Drop the second row as well, and you end up with 97 cubic feet of flat floor space, which puts it in minivan territory. The liftover height is low enough that none of this requires an athletic commitment.

However, because of the batteries and such in the TX, the Grand Highlander actually wins on interior storage space and can seat eight versus the TX’s six.

2026 Lexus TX 550h+ PHEV AWD: On the Road

The TX 550h+ does not feel like a performance vehicle in normal driving, but 400 horsepower in a three-row SUV sort of sneaks up on you. In EV mode around town, it is whisper-quiet, the powertrain transitions are seamless, and the whole experience feels serene rather than urgent. Then you need to get through a yellow light, or a gap opens on the highway that requires immediate commitment, and the TX feels quick. The surge is immediate, smooth, and somewhat out of character for something this size.

Regenerative braking is noticeable, and even more so in Sport mode. Lift off the accelerator, and the TX slows with more gusto than a conventional SUV would. This is not unusual in PHEVs, but it is worth knowing if you are coming from a traditional powertrain. The aforementioned sport mode lives inside the menu system rather than on a dedicated button, which is a choice that prioritizes clean design over quick access. I checked whether the car remembers your Sport mode selection after you power it off and back on. It does not. Every drive starts in Normal.

The driver attention monitoring system, which watches for signs of inattention, struggled with my habit of resting my hand at twelve o’clock on the wheel. I reviewed the Volvo EX30 recently and had the same experience. This is apparently where my hand goes, and apparently where the sensors do not want it to go. We seem to be at an impasse, automakers.

The steering wheel controls use a touch-to-identify system where hovering your thumb over a button displays its function before you commit to pressing it. The concept is sound. In practice, the system requires your finger to fully register before it activates, which means quick inputs sometimes require a second attempt. Tracking forward on a playlist while driving requires more deliberate finger placement than it should. I understand the logic. I, once again, miss normal buttons.

The door handles, however, open immediately on contact. Coming from the Hyundai Palisade the week before, where the capacitive sensor required deliberate hand placement to register, the TX’s immediate response felt like a small luxury every single time.

Summary

The 2026 Lexus TX 550h+ is a genuinely excellent three-row PHEV that makes a strong case for itself on the merits of its powertrain and features. The interior is quiet and refined, and delivers third-row flexibility that is thoughtful, reflecting how real families actually use these vehicles. The 33 miles of electric range covers most daily driving without touching the V6.

No DC fast charging means planning accordingly. Sport mode requires a menu trip to activate and resets every time you park. The steering wheel touch controls require more patience than physical buttons do. These are the trade-offs for a cabin that prioritizes cleanliness and refinement over immediacy.

About that Grand Highlander comparison, though: the Toyota is a great option, and the $20,000 gap is not imaginary or insignificant. The TX 550h+ offers something the Grand Highlander cannot match at any price: the PHEV powertrain, a quieter cabin, and the Lexus ownership experience. I know people who would spend the extra money on the badge. I know why. And I think they would be happy with the Lexus Texas.

2026 Lexus TX 550h+ Luxury AWD
Base MSRP: $80,310 | Engine: 3.5L V6 + 18.1-kWh battery | Output: 404 hp combined | 0-60: 5.9 sec | EV Range: 33 miles | Fuel Economy: 29 mpg combined (hybrid) / 76 MPGe | Drivetrain: AWD standard | Charging: Level 1/Level 2 only (no DC fast charge) | Seating: 6 passengers

The post 2026 Lexus TX 550h+ PHEV AWD – Worth the Premium over the Grand Highlander? appeared first on Hooniverse.

Good Bones

First things first: The chassis. GM’s engineers really know what they’re doing. The responsiveness displayed here is top-notch for an EV, and the Cadillac is hands down the best I have experienced so far. There’s just a delicacy to it that makes all of your inputs instantly turn into the vehicle’s outputs that is hard to find in the SUV world. I expect the same can be said of the Chevrolet, yet the seats are so flat and without bolster that it’s effectively impossible to take advantage of the power, torque, and fun present in the Blazer EV SS.

The ride quality is slightly stiff on both cars but what do you expect? It’s tough to make a three-ton SUV handle, corner, and react like a true V-car while being uber-plush. Still, the ride quality is more than palatable even on the horrid New England roads. You could easily road trip these cars without any ride quality qualms whatsoever. You’ll complain about the seats in the Chevy though, which thankfully isn’t an issue the Cadillac has as its seats are excellent.

You guessed it: They’re fast

Not that this will come as a surprise to anyone, but both the Blazer EV SS and the Lyriq V are fast as hell. 615 horsepower and 650 lb-ft of torque paired with all-wheel-drive will do that. Motor Trend clocked the Lyriq V’s 0-60 MPH run at 3.3 seconds, with a 12.0 quarter mile at 113.1 MPH. Motor Week reported 3.1 and 11.8, respectively. The Lyriq-V scoots, and the Blazer EV SS is comparably quick. A drag race would come down to whoever gets the holeshot, and on a back road both are point-and-shoot monsters. The only limitation here in how fast you can go is, again, the Chevy’s seats.

Not that it needs it from a performance perspective, but we do wish the Cadillac benefited from a slight bump in power versus the Chevrolet. When a luxury badge is emblazoned across the vehicle everywhere you look, it should really pack a little extra punch. There is slightly more drama when using the Caddy’s Velocity Max mode versus the Chevy’s Wide Open Watts (WOW) mode, yet it’s not nearly distinguishable enough.

There is a slight range limitation in the Lyriq V versus the Blazer EV SS, with the former able to go 285 miles on a charge versus the latter’s 303. You can probably chalk this up to the extra 200 pounds or so the Cadillac carries around thanks to its supplemental luxuries over the Chevrolet. Either way, both numbers are respectable, albeit not overly impressive.

On the design front, both the Chevy and the Caddy are attractive enough for the purpose at hand. Many people who saw the Blazer commented on its Habanero Orange paint, though your author much prefers the Radiant Red Tintcoat draped over the Lyriq. That said, the styling of both cars is different enough that most would never assume they’re on the same platform unless they were parked in a way to show their unmistakably similar silhouette. In some regard, the Cadillac’s sharper edges and D-pillar spanning rear light treatment do it huge favors in appearing less blob-like, which the Chevrolet definitely suffers from. Though, if you want Camaro-esque interior accoutrements, the Chevy is your pick here.

Interior wins and woes

Moving inside the cars, the Cadillac’s interior is very good. It’s extremely functional, well laid out, and spacious. The same can be said for the Chevy, though its seats are decidedly less comfortable, and not just less than the Caddy but than any other car we have tested in recent memory. Really, the seats are the major letdown with the Chevrolet, and it might be the way in which the Cadillac’s price premium is most justified. The interiors are otherwise fairly similar; Both cars have the same basic user interface for their screens, though the Caddy still gets CarPlay while the Chevy is stuck with GM’s built-in functions like Bluetooth and native navigation. Here, the Chevy’s infotainment feels like a step backwards while the Caddy’s is appropriately modern.

Before this double review closes, I have to voice a qualm. Electric cars are smart. One “feature” that both the Blazer and Lyriq tout is powered EV charging port doors. This is just a needless, showboaty and pointless piece of tech applied to a part of the car that doesn’t need to be overcomplicated.

Pricey, but we understand why

As far as pricing goes, the Blazer EV SS starts at $60,600 and our test vehicle came in at $64,090 with options and destination. The Cadillac is a big leap up, with the MSRP starting at $83,795 and the vehicle pictured herein listing at $87,710. Whether the price jump from the Chevrolet to the Cadillac is worth it really comes down to buyer preference and the depth of their wallet; these cars are mechanically identical, so it’s the Caddy’s added luxury and curb appeal that drives up the price and to some will make it justifiable. And the Lyriq V really is more luxurious: It’s quieter inside, has better amenities, the seats are light years ahead of what Chevy fits in the Blazer, and it has more of a swoon factor. Then again, it’s unlikely people will cross-shop these vehicles.

EVs are becoming a dime a dozen. Very few are bad, some are decent, there’s many that are good, and occasionally one is great. The 2026 Chevrolet Blazer EV SS and Cadillac Lyriq V are both good vehicles, with a fantastic chassis underpinning both and well-rounded, easy-to-use interfaces in the case of both. Neither has that “x-factor” that makes them supremely desirable, and yet both are very easy to recommend, especially the Lyriq V if you can swing parting with the extra disposable income.

2026 Chevrolet Blazer EV SS

Yay

• Supercar quick
• Excellent usability
• Lyriq V performance at ⅔ the price
• Good range and charging speed
• Super Cruise is a marvel of modern technology (or at least of hands-free driving)

Nay

• Punishing seats
• No Apple CarPlay or Android Auto
• Doesn’t feel special
• No frunk

The Takeaway

With performance and practicality in spades, there’s a lot to like about the 2026 Chevrolet Blazer EV SS. We just wish the seats were SS badge worthy.

2026 Cadillac Lyriq-V

Yay

• Feels like a proper Cadillac inside
• Supercar quick
• Genuinely nice to interact with day-in and day-out
• Great tech and infotainment
• Super Cruise is about as good as hands-free driving gets

Nay

• Some plastic and flimsy feeling interior parts for the price
• A lot of piano black on the outside
• No frunk
• Performance isn’t any better than the Chevy’s

The Takeaway

Both a Cadillac and a supercar surpriser, the 2026 Cadillac Lyriq V is an excellent offering from GM. It’s a smidge away from greatness, and its price doesn’t help its case, but this is a very good vehicle overall that we’d be happy to live with every day.

The post Two of a Kind: 2026 Cadillac Lyriq-V Premium & Chevrolet Blazer EV SS Review appeared first on Hooniverse.

2026 Maserati Grecale Overview

The 2026 Grecale lineup has simplified to just three trims, each built around a distinct powertrain philosophy. There are no more entry-level four-cylinder variants to fiddle with. Maserati has moved everything upmarket, with plenty of power on tap.

Grecale Modena — $84,500.
The entry point for 2026 is genuinely compelling. A 3.0-liter twin-turbo V6 producing 325 horsepower, paired to an eight-speed automatic with standard AWD. Adaptive dampers, a rear limited-slip differential, a dual-pane panoramic sunroof, blind-spot monitoring, and adaptive cruise control are all standard. The Modena is, for most people, plenty of Grecale. It covers everything you actually need and delivers the Italian character without requiring a second mortgage.

Grecale Folgore — $119,900
The all-electric variant with a dual-motor AWD setup. For buyers committed to going fully electric in a luxury compact SUV and who don’t want to hear a German accent when they talk about it, the Folgore is the unique option in the segment.

Grecale Trofeo — $117,500.
The car we’re driving here. The same 3.0-liter twin-turbo V6 as the Modena, tuned considerably further: 523 horsepower and 457 lb-ft of torque. Zero to 60 in 3.6 seconds. A top speed of 177 mph. CORSA mode, which disables traction control and stability systems and turns the Trofeo into something genuinely entertaining. You’ll also get sport-tuned adaptive suspension, 21-inch wheels, Trofeo-specific exterior badging, a more aggressive front fascia, and standard 14-way sport power seats with driver memory. The Trofeo is not the practical choice. It is the memorable one.

As mentioned, Maserati’s Fuoriserie personalization program offers a staggering range of exterior paint choices. Our test car’s optional Nero Tempesta color was fine. Go with Rosso or something bright. Life is short.

2026 Maserati Grecale Trofeo: Inside & Out

The Grecale’s design follows Maserati’s philosophy of what they call visual longevity, the idea being that if you don’t chase current trends, you won’t fall out of fashion when those trends reverse. The result is a car that feels composed and distinctive if not head-turning. It earns a second look rather than demanding one.

The Trofeo gets some visual aggression to the standard Grecale: a more assertive front fascia, larger air intakes, 21-inch wheels, and Trofeo badging. It looks appropriately serious without being overwrought. I hate to keep beating a dead horse, but when you are spending north of $100,000 on a car that comes in shades named Giallo Modena and Blu Notte, the sensible choice is to stop being sensible about color. A more interesting hue would have given our Trofeo tester even more personality. Spec accordingly.

The Grecale Trofeo’s cabin makes a strong first impression. The seats are exceptional. You sink deeply into the bolsters, with excellent lumbar support, and the 14-way power adjustment actually covers the range of positions real human bodies need. My (new!) wife’s verdict after a long stretch on the highway was that her spine didn’t hurt. That is a meaningful endorsement and not a common one.

The three-screen setup consists of a 12.3-inch instrument cluster, a 12.3-inch central infotainment touchscreen, and an 8.8-inch lower display. The lower display, dedicated to climate, lighting, and comfort controls, is well-executed and provides quick access to HVAC controls. The main screen runs CarPlay over the full display while keeping Maserati’s native shortcut buttons along the side panel, which is exactly the right approach. You get full CarPlay immersion while still having fast access to the car’s own functions, without hunting through menus.

The lower climate screen is genuinely easy to use at a glance, which is not something you can say about every three-screen setup in this segment. The central screen is angled slightly toward the driver, which reduces the tacked-on effect that touchscreens so often carry. The far edge does require a modest reach, though.

The wireless charging pad has a non-skid surface that actually holds the phone in place under cornering. Most pads in this price range are smooth, this one has texture. It is a small thing that makes a consistent daily difference. Placement is excellent as well. It’s easy to reach, but out of the primary line of sight. If your phone runs hot while wireless charging (mine does), the adjacent surface is a natural spot for cooling.

The center console has a small carbon-fiber-lined compartment that opens with a satisfying click. It is not large enough to fit a current-generation phone, but a wallet, a key card, or anything small fits cleanly. It feels considered, which is what carbon fiber trim should feel like, rather than just decorative.

One note on audio controls: the Trofeo uses a haptic volume slider on the right side of the center stack rather than a traditional knob. It works, and the haptic feedback gives it some physicality, but a knob is still a knob. The steering wheel also has volume controls, located behind the wheel rather than on the face. If you have driven anything in the broader Stellantis family, including Jeep and Dodge products, you already know where to find it. If you haven’t, it takes a day to locate.

There is an analog clock display on the instrument cluster that can be switched to a G-meter readout, a compass, or a pedal activity indicator. The whole thing looks like a physical dial you could rotate; it would be satisfying to cycle through modes manually. Purely as a visual detail, it works well. A small addition that rewards attention.

Rear seat room is genuinely good for a compact SUV. The front seats have knee cutouts at the rear of the seatbacks, which create meaningful legroom for rear passengers even when the fronts are pushed back for taller drivers. I could sit comfortably behind my own driving position, which is the metric I use and is not always achievable in this footprint class.

2026 Maserati Grecale Trofeo On the Road

On the highway, the Trofeo is exceptional. The ride quality at speed is composed and confident, absorbing road surfaces without transmitting harshness to the cabin, and the seats make long-distance driving something to look forward to rather than endure. The Grecale Trofeo excels a grand touring machine in this mode.

Then you press CORSA.

CORSA disables the traction control and stability systems entirely. With 523 horsepower going through AWD, when those twin turbos fully spool, and the power arrives, there is a physical jolt across the car as it launches. Not a wallowing surge — a jolt, an immediate and slightly alarming transfer of forces that reminds you exactly how much energy is being deployed. You may not want to activate CORSA on a damp surface without knowing what you are doing. On a dry road, with some space, it is spectacular.

Body roll through corners is well controlled for a vehicle of this height and weight. The Trofeo feels smaller and lighter than it has any right to feel, which is the highest compliment you can pay a performance SUV. The chassis communicates what it is doing, the steering has appropriate weight, and the brakes are more than adequate to rein in the beefy powertrain.

For drivers who want the engagement of a manual without the full commitment, the paddle shifters allow manual gear selection. One caveat: pulling the paddle puts the car in manual mode temporarily, but it will revert to automatic after a period of inactivity. To keep it in manual mode, press the D/M button on the “gear button row”. However, if you set it to manual and park the car, it will remember your preference and return to manual mode the next time you pull out of the parking position. Love that.

Said gear selector buttons are positioned in the center stack between the two main screens, which is an unusual layout but one that works cleanly from a design perspective. It keeps the console uncluttered, and you would get used to it within a day or so. The start button and drive mode selector both live on the steering wheel. The drive mode selector lets you cycle through Normal, Sport, and CORSA.

The turn signal sound is routed through the speaker system rather than produced mechanically. The result is a tone that reads as slightly retro, almost arcade-like. It is different enough to notice and benign enough to live with.

A small ergonomic note: the sun visor on the driver’s side has its grab indentation only on the right side. Reaching across to drop it with your left hand is awkward. Even though much like the Dread Pirate Roberts, I am not left-handed, I do drive one-handed, with my right hand. So it was a little awkward to reach up and block out the afternoon sun.

Summary

Here is a number worth sitting with: in 2024, Maserati delivered 11,300 cars globally. Ferrari, for context, delivered 13,752. The Grecale is Maserati’s best-selling model, but you won’t see a ton on the road. Which means you are buying something a bit rarer than your neighbor’s Q5. You are buying a machine that, in CORSA mode, will remind you that 523 horsepower is not a number that exists primarily for bragging rights.

The Trofeo does something that genuinely good performance cars do: it has multiple personalities and shifts between them without drama. You can cruise it on the highway in near-silence, comfortable and composed, and your passenger’s spine will be fine. You can also press a button on the steering wheel and wake something up that feels considerably less polite. A car that does both of those things well, in the same package, at the same moment if you want it to, is genuinely rare.

If you have the means, I would certainly recommend picking one up. Go with a good color.

2026 Maserati Grecale Trofeo
Base MSRP: $117,500 | Engine: 3.0L Twin-Turbo V6 | Output: 523 hp / 457 lb-ft | 0-60: 3.8 sec | Top Speed: 177 mph | Transmission: 8-speed automatic | Drivetrain: AWD | Cargo: 20.1 cu ft

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The next E63 super wagon is reportedly in the works. Until that day comes, this E53 is the king of the longgroof hill. I’m happy it’s here. More wagons on offer is a wonderful thing. But this lovely machine needs a few tweaks.

My biggest problem sits with the brakes. You have zero sense of them being applied in the initial regen zone. Then they come in like monsters when you reach the hydraulic braking point. The car goes from “oh my god, I have no brakes” to “whoa, I can lick the windshield”.

This seems to be a rectifiable tuning issue, however, so I have hopes for an update. And I would love to see this E53 continue to exist between the non-AMG E450 and forthcoming E63. It starts under $100k, looks stunning, and is a brake tweak away from a far more pleasant driving experience.

The post The Mercedes-AMG E53 Wagon Is Good…But Not Great appeared first on Hooniverse.

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)

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