Volvo is in a period change. Long gone are its sedans, instead opting for estate wagons and a range of SUVs, which arguably have achieved the most consistent sales during the brand’s modernized lifecycle. All of their 2026 vehicles feature the “Volvo Car UX”, which is basically an 11.2-inch infotainment display running Android, powered by Qualcomm Snapdragon processor.

These new cars, including the XC40 that I recently drove for a week in Southern California, are mild hybrids (more on that later). It’s clear that the executives at Volvo have been listening to the market and acting on what they think will garner a positive reception.

Instead of leaning into conceptual designs and gimmicks, they’ve been attempting to update and adjust what works, then ship it out. On top of that, designing new software for cars is difficult.

Despite being the “baby SUV” in their current lineup (the XC60 and XC90 are their two bigger SUVs), it’s clear that Volvo is looking for consistency, comfort, and quality.

Those qualities are exactly what I experienced during my test, with only a few missteps that can be corrected in future updates.

Price as Reviewed: $57,040 USD (Monroney sticker)

Video

Specs

• 2.0L turbo-charged B5 engine (247 hp, 258 pound-feet torque); 0–60 in 6.1 seconds
• 8-speed automatic transmission w/ start-stop
• 48V Mild Hybrid System with regenerative braking and starter generator (13 hp)
• All Wheel Drive
• 20-inch diamond cut alloy wheels
• Pirelli Scorpion Zero All Season tires (245/45R21)
• Harman Kardon speakers
• Apple CarPlay and Android Auto connectivity, wired-only (!)
• Heated front seats
• Panoramic sunroof with power sunshade
• Air purifier
• Volvo Pilot Assist

Hybrids, Explained

Before I dive into this review, I think it’s important I talk about what hybrid cars are, especially since this is the first hybrid I’ve reviewed.

There are internal combustion engines (e.g. a BMW M3 E46 or G80), full-electric cars (e.g. Tesla, Rivian), and hybrid cars.

Hybrids are split into three main categories:

• Plug-in hybrids: they take an electric charge and work in conjunction with a traditional engine. They can drive long distances using a large battery, then switch to gasoline for more power or range.
• Standard hybrids: They use large batteries/electric motors to drive efficiency while working alongside the gas engine. A prime example would be a Honda Accord Hybrid.
• Mild hybrids: This is a unique setup, where a small electric motor works with a 48V battery to assist the gas engine at low speeds, alongside regenerative braking. It boosts fuel efficiency, but cannot drive the car on its own electric power.

The Volvo XC40 that I spent the past week with is a mild hybrid, so it reaches 23–30mpg on the highway, depending on speed and traffic congestion.

Exterior Design Elements

The XC40’s design is quintessentially Volvo: clean, sloping lines paired with triangular brake lights, subtle colors, and a low-key profile. You’re not meant to stand out in the XC40. Instead, you’re capable and dignified.

It’s an excellent platform for car buyers looking for a modern, well-presenting language steeped in the history of the world’s most famous Swedish car brand.

The front fascia of the XC40 is angular, with powerful (and useful) headlights that use LED matrix technology. On remote country roads at night, you’ll find it easy to look into corners, with only the darkest situations requiring high beams.

Since the Ultra is the “loaded” variant of the XC40, it benefits from the sharp looking 20-inch wheels. I wasn’t too convinced with the press images, but in-person they’re fantastic. They compliment the overall Volvo aesthetic entirely; steel and chrome contrasted with deep hues, like the dark blue this particular press car has.

Interior Design Elements

The first thing you notice in the XC40 are the leather seats and interesting choice of recycled materials, especially those used in the cabin and door trims (i.e. polyester, recycled PET plastic bottles, and repurposed materials).

Visually, some of these recycled materials look pretty unremarkable. Their textures are interesting, to say the least.

On one hand, I applaud Volvo in pursuing sustainability, yet on the other hand I do feel as if some of the trim will show dirt and wear faster than traditional cabins. Only long-term owners will learn the truth about that.

While we’re talking about the interior, here are a few things I really enjoyed:

• Fantastic seats (even though they’re heating only and lack ventilation), both in front for the driver and passenger, as well as the rear seats (complete with easily-accessible child seat anchors and passthrough to the trunk).
• The Harman Kardon sound system is tuned perfectly for this cabin. There’s an Android app built-into the infotainment system that allows for driver-centric, surround sound, or fully-adjustable soundstage. However, by default, it sounds amazing for all genres and at most volume levels.
• The cupholders and trash bin (yes, there’s a trash bin in the center console) are adequately sized for the North American market (i.e. big bottles and cups).
• Tons of small storage spaces for placing keys, glasses, and other items (in the doors, alongside the rear seats, around the center console, and small compartments in the trunk space)
• Surprisingly, the air purifier can identify pollutants in the surrounding area (on the infotainment screen) and can automatically adjust the interior climate to keep the air clean. This is really useful in traffic jams (like the one I was in on I-5N for two hours) or in the city limits.
• There’s 20 cubic feet of storage space behind the rear seats, or 57+ cu ft with the rear seats folded. Translated, you can spend a whole day shopping at Sam’s Club, Stater Bros., and Walmart, and still have some space left over.

To contrast my likes, here are some interior factors I disliked:

• The A/C vents weren’t my favorite; their vertical leaning design means that you have to make quite a few adjustments before the air hitting you feels “just right”.
• The infotainment display was frustrating. It’s too small to be a portrait screen, has all of the climate controls (a major distraction while driving), and reduces your CarPlay experience to terribly proportioned boxes, with minimal map real estate.
• Your digital gauge cluster has virtually no customization. You can either include map information (Google Maps or Apple Maps via CarPlay), or none at all, which leaves you with jarring, empty space between the speedometer and tachometer.
• Panoramic sunroof controls aren’t easily accessible for anyone with large fingertips. It’s a single touch capacitive strip that has three functions: vent, sunroof shade close/open, and sunroof open/close. Dedicated buttons or a large strip would have been more user-friendly.

Driving Experience

For my long range drives, I drove the XC40 on a round-trip from San Diego to the Inland Empire. Fuel economy for the B5 engine is as follows: 23mpg in the city, 30mpg on the highway (although my highest was 27.4mpg), and 26mpg combined. Not low numbers, nor significantly better than other vehicles in its class.

The XC40’s cabin was well-insulated from environmental sounds, including its tires hitting the pavement.

For me, even an SUV needs to have accurate and engaging steering, with the ability to overtake vehicles ahead of you if needed. In that respect, the B5 really shines and even has a warm, capable sound when pushed to higher revs.

Thankfully, the XC40 checks off the engaging driving experience, despite not having dedicated driving modes. Here, Volvo went for simplicity: you only get “Normal” driving and “Offroad” driving modes (the latter is probably best for light gravel and snow, rather than trails and mud).

The tire setup, B5 engine, all-wheel drive and steering all come together in harmony.

From the same Vehicle Settings screen, you can adjust the steering between another two settings: “Soft” or “Firm”. I preferred “Firm” steering, which gave me a better perception of the weight and size of the XC40, especially going into corners.

Now, for more spirited driving, I decided to take the XC40 to the Rim of the World Drive, which takes you up to Lake Arrowhead, a beautiful (and unincorporated) community in Southern California. This is a challenging road to drive, even at the 60mph speed limit! Yet, the XC40 made it as fun as it could be.

With rapid changes in angle, direction, elevation, and road surface (some sections are more freshly paved than others), I was really surprised at how well the XC40 could keep up with what I was asking from it. It’s still an SUV with body roll characteristics in the corners, but can be sporty where it counts.

Technological Shortcomings

The XC40 is behind in two categories: smartphone connectivity and partial self-driving assistance. I’m just going to go ahead and say it: it’s unforgivable in the year 2026 to require a physical cable to connect your phone to a car. We have the technology, Volvo: Bluetooth. Use it.

I’m not sure why Volvo decided using a cable for phone connectivity is okay in 2026 — even with Google Maps integration included in the infotainment.

Otherwise, phone connectivity in this Volvo feels like a homework assignment that was due at midnight and yet, was started at 11pm.

Volvo Pilot Assist is not as confidence-including as I’d expect it to be. “Self-driving” capabilities in the XC40 exist on two levels, which you can change with a single button on the left-hand side of the steering wheel.

The first is regular cruise control with gap monitoring, allowing you to pick a highway speed and a preferred distance from the vehicle in front of you. The second, is Volvo’s Pilot Assist: it can take slight banking corners, keep you in your lane, and frequently reminds you to keep one (or both, preferably) hands on the steering wheel.

My main issue with the Pilot Assist feature is that it will fight you if you decide to make minor adjustments to steering and occasionally jerks you around.

This is especially true if the computer doesn’t accurately perceive a slight change in direction (e.g. lanes merging, construction, or a steep banking angle). For those reasons, I preferred to use only cruise control on longer (80 mile+) journeys.

Conclusion

Score: 8/10

If you’re in the market for a smaller luxury SUV with luxury Scandinavian styling and solid handling, the XC40 is a great pick. While not the most fuel-efficient hybrid vehicle, it’s quick enough to be a daily commuter and to enjoy some spirited driving, especially with the B5 engine, AWD, and stock Pirelli tire setup.

However, you will wish the XC40 didn’t lack wireless CarPlay connectivity, better infotainment, and physical climate controls. Those three missing aspects really would contribute to the experience of what otherwise is a great entry in the small, yet meaningful Volvo car lineup.

Regardless, I never disliked driving the XC40 for hundreds of miles across sunny (and sometimes rainy) Southern California. Actually, I enjoyed every mile of my test.

Volvo XC40 Ultra B5 (2026) Review: Nearly Perfect was originally published in LaptopMemo on Medium, where people are continuing the conversation by highlighting and responding to this story.

GMC’s Denali nameplate represents the highest trim level and features the brand has to offer. It was originally introduced in 1998 for the GMC Yukon, but has now expanded to nearly all of their vehicles. The 2026 GMC Terrain has been redesigned, serving as an entry-level small SUV that also receives the Denali treatment for 2026.

GMC graciously provided me with a week of seat-time so I could drive the ’26 Terrain Denali and figure out how it performs. After driving the Terrain for nearly 1,300 miles in sunny, southern California, I definitely have some opinions. In short, luxury doesn’t make up for an underwhelming powertrain.

GMC’s competitiveness comes from offering a wide range of vehicle trims and models, backed by their attention to aesthetics. Normally, they should be commended for this. The Denali Terrain may come well-equipped, but that cannot make up for being frustratingly slow when it counts most.

Price as Reviewed: $45,310 as built (Monroney sticker PDF)

Video

Specs

• 1.5L Turbocharged 4-cylinder with Auto Stop/Start
• 175 horsepower @ 5800 rpm
• 203 lb-ft of torque (275 Nm) @ 2000–4000 rpm
• 8-speed automatic gearbox with manual shifting mode (towing)
• 2WD and AWD driving modes: Front suspension McPherson Strut with Smart Frequency Damper Technology, four-link independent rear suspension)
• 20-inch wheels (Denali edition only)
• 15.6 gal. / 59 liter fuel tank with 25 MPG city/highway (tested)
• 4850 lbs / 2200 kg weight
• 1500 lbs / 680 kg max towing capacity (with ball hitch)

Driving Experience

Let’s cut straight through the fluff — namely the technology and luxury aspects of this car — and first understand how it is to drive. The Denali Terrain’s excellent driver visibility, a solid turning radius for its size, and accurate steering are all part of what makes the Terrain enjoyable to drive, to a point. The unfortunate truth is that it suffers from an underpowered 175 horsepower powertrain.

Paired with an 8-speed transmission that struggles to get the grab onto the power that is available, the Denali Terrain is feels sluggish to drive from 60–85mph (i.e., highway speeds). You can feel that it struggles to sit comfortably at higher speeds. without requiring a heavy foot to maintain a typical commuter’s pace.

If I ever planned on overtaking anyone, I’d have to make sure I have enough space to smash the gas pedal. The Denali Terrain can take you almost anywhere on-road, but when it comes to its ability to pick-up-and-go, it’s going to take 5–7 seconds to feel it lurch forward in the seat. Personally, I would have preferred a V6 model or at least 200hp to make up for the relying on the turbocharger.

It’s also worth noting that the all-wheel drive and rear-wheel drive version of the Terrain receive the same eight-speed transmission, however, the AWD variant revs 500rpm higher, even on 2WD mode.

Regardless, even my passenger wondered if there was a larger engine option available. Unfortunately, no; the turbocharged 175hp four-banger is your only option.

Fuel Economy

During my test, I traveled around 1200 miles with the Denali Terrain over the course of a week. The tank averaged a modest 22.8mpg, traveling at 85mph for nearly 81 miles. Thankfully, I wasn’t filling it up constantly!

Considering the 15.6 gallon fuel tank nets you a total range of nearly 313 miles, it isn’t inadequate by any means and comparable with other small luxury SUVs in the segment.

Styling and Interior

Picking up the key and unlocking the doors is your first introduction to the fact that you’ve driving a Denali. The branding adorns the doorstep, 3D visuals, steering wheel, floor mats, and just about anywhere else GMC could squeeze the six letters it uses to represent class and luxury.

Overall, the Terrain Denali is not an uncomfortable place to be in. All five seats are plush yet supportive, with a soft leather feel.

As an added bonus, the front two seats benefit from cooling and heating elements, while the rear seats get heating and climate control with two vents. You could easily and comfortably transport 4 full-sized adults with room and storage to spare.

After all, sharing that middle seat is no fun for a fifth passenger is no fun, to be honest.

If there’s anything truly obvious about the interior, it’s the huge vertical touchscreen. While in some vehicles it completely replaces all core functions, GMC took the intelligent route and married core functions like volume, climate, and driving modes with both physical and on-screen controls.

It’s a fantastic touch that not only makes adjustments while driving feel safer (e.g.. Less distracting) but also less cumbersome.

If only the entire frame around the screen wasn’t piano black, because I found myself polishing it for obvious fingerprints every other trip.

While it is a near $1500 extra, the moonroof is my favorite add-on made to this particular press car. It makes for an amazing stargazing experience, or just allows you to enjoy a fair amount of sun and wind, without having to opt for a convertible.

The Highs and Lows

There are high and low points of the ’26 Terrain Denali to highlight. Let’s get through them quickly, by using lists.

Things that are exceptional, welcomed, or just plain old nice to experience while driving this car:

1. Good driver visibility (including over the hood), passenger comfort, and steering responsiveness.
2. The styling. It grew on me and I think it has an excellent stance. Look at that huge chrome grille.
3. The moonroof (while traditionally a part prone to failure) feels like an essential, because of the openness it helps the cabin achieve.
4. The Denali wheels and trim are a nice touch. I think they’re more classic and less gaudy, compared to other American luxury competitors.

Here are some of the lows. These are areas where the Terrain Denali was inconvenient, flawed, or just downright broken:

1. The infotainment system (based on Android Auto) is mostly broken. It often fails to register discrete touches and on four separate trips completely crashed to a black screen, taking my navigation offline while on the highway. This will need an over-the-air update to fix, as I was told by my press fleet rep.
2. The moonroof has three buttons. One to close/open the shade, another to tilt, and one more to slide open. This easily could have been condensed to two buttons or one multi-function button. Or, even give that function to the infotainment screen (when it works).
3. Transmission is woefully late to gear shifts and is paired to an underpowered engine.
4. The spare tire is not a full size.

Conclusion

Score: 6/10

At the end of every drive in the Terrain Denali, I often asked myself: “Would I like this car more if it were more powerful?”. Every time I turned away after completing the thought, I answered “yes”.

I believe GMC understands the variables that could make the Terrain a truly great small luxury SUV. Unfortunately, with their current selection of engines (especially those smaller than a V6 or V8) aren’t truly remarkable to drive or talk about.

If R&D was spent on creating new, engaging engines (with fitting transmissions!) meant for fuel-efficient, smaller vehicles then I’d be singing the praises of the Terrain Denali. This would be bolstered by the fact it is more cost-friendly upfront, by several thousand dollars, compared to similar cars from Great Britain and Japan.

Ultimately, a car review is about evaluating what is in front of you, rather than what could be. GMC has what could be a compelling offering that is cost-effective, but has an underpowered engine seen in much smaller family car.

For next year, GMC please give us more power, fix the Android Auto infotainment, and keep everything else — the interior, looks, tech package, and price — the same, because those are the aspects of the Terrain which are buttery smooth.

GMC Terrain Denali (2026) Review: Clean Aesthetic, But Underpowered Throttle was originally published in LaptopMemo on Medium, where people are continuing the conversation by highlighting and responding to this story.

When you think of high-performance, off road-capable pickup trucks sold in the United States, a few popular brands come to mind — some American and a few Japanese — but what they all have in common is that once those vehicles make their way off the dealership lot and into driver’s lives, they’re often heavily modified to further their capabilities.

Some owners add a suspension lift, bigger tires, skid plates for underside protection, and metal-reinforced bumpers. However, what if you drove off the lot with a truck, fully-loaded with those aftermarket parts already installed and stamped with the OEM’s (original equipment manufacturer) seal approval? That’s the arrangement GMC made with American Expedition Vehicles and why I’m reviewing a product of that partnership this past week.

GMC has gone all-out with the 2025 Canyon AT4X AEV edition: it’s a mid-size pickup that comes with every aftermarket part you’d need for off-roading, in an all-in-one package.

GMC graciously gave me a week to test the 2025 Canyon in beautiful Southern California and I can confidently say that there aren’t too many trucks that look this aggressive and capable while driving off the lot. The AEV edition is special, thanks to a three-inch lift, 35-inch Goodyear tires, AEV reinforced metal front/rear bumpers, an exclusive interior trim, skid plates along the underside, and 17-inch black AEV aluminum wheels. Needless to say, it’s an impressive package for a mid-size truck.

As much as I found out about the Canyon by making it my daily driver, I found myself learning even more how a driver is affected by a vehicle that fits their personality.

GMC has engineered and designed a winning combination with the AEV edition of the Canyon, that despite a few quirks, offers a driving experience that is hard to forget and easy to live with.

Price as Reviewed: $70,200 as built (Monroney sticker PDF)

Video

Specs

• 2.7L I-4 Turbo DOHC VVT DI with Active Fuel Management and Stop/Start
• 310 horsepower / 230 @ 5600 rpm
• 430 lb-ft of Torque (583 @ 3000 rpm)
• 8-speed automatic gearbox (Hydra-Matic 8L8)
• Multimatic DSSV dampers (AT4X/AEV edition only)
• 2WD and full 4WD modes: independent coil-over-shock; twin-tube shocks; Power-locking front and rear differentials (standard on AT4X and AEV editions)
• 35-inch (approx. 34.4") Goodyear LT315/70R17 MT tires (AT4X AEV Edition)
• 17-inch x 8.5-in. all-black AEV Salta Aluminum wheels (AT4X AEV edition only)
• 21.4 gal. / 81.0 liters fuel tank with 16 MPG city/highway (tested)
• 4970 lbs / 2254 kg curb weight
• Max trailer capacity: 6000 lbs / 2722 kg (AT4X/AEV edition only)
• 10.7" ground clearance with 66.3" wide stance

Driving Experience

My first expectations of the driving experience on paved roads (where this truck will spend most of its time, let’s be frank) was that it would be heavy without too much of the road surface being translated into the steering wheel. I am glad to report back and say my praxis was proven otherwise. The Canyon is nimble, with awareness of the road surface translating well through to a small, but appropriately sized power-assisted steering wheel.

“It’s fun, engaging, with a commanding driving position.”

Driving the Canyon is an engaging experience, even with its 8-speed automatic doing all the work. While I would have appreciated paddle shifters for manual gear shifts, power delivery was smooth and consistent when on local roads, traveling on the highway, or going for a quick sprint on a country road, all the way from the 2000–4500 rpm range. The Canyon is a torque beast that easily signals and pulls out for overtakes, thanks to the 430 lb-ft of Torque and 310 horsepower supplied by its 2.7L four-cylinder turbo-charged power plant. Anything more or less feels like it wouldn’t sync well with its 4970 pound / 2254 kg curb weight.

While there are no self-driving capabilities (e.g. GMC SuperCruise) in the 2025 Canyon, there are useful driver aids allowing you to get better used to its 66.3-inch wide stance. Blind spot detection, lane-keep assist, ESC (electronic stability control), traction control, and up to 3.0 seconds of gap adjustment (for keeping a minimum distance of 1–3 car lengths) are all available and working full-time to help keep you firmly in control.

However, after my first 100 miles or so of driving the Canyon and getting used to placing it, I disabled the lane-keep assist as it can sometimes be a bit aggressive when trying to stay in-lane.

Fuel Economy

Well, this part of my week-long driving experience left something to be desired. I traveled around 500 miles with the Canyon and I can confidently say there isn’t any formula for conservative driving — including cruise control or delicate usage of the gas pedal — that gets you past the 16 mpg city/highway/combined. Think of it like this: you should also factor in fuel costs, because if you can spend $70K+ on a premium off-roading/overlanding truck, you should also have the foresight to download the Gasbuddy app.

“Don’t expect to break any fuel economy records with 35-inch tires.”

Fuel economy in the Canyon definitely could be better, but it also could be worse; it’s just one of those sacrifices you have to make in exchange for the bigger tires, added lift, and full-size spare tire in the back.

However, it’s worth noting that competing vehicles in this segment push closer to 20 mpg (and sometimes even beyond), making the Canyon one of the least fuel efficient in its class.

The 2.7L four-cylinder engine is a powerhouse that’s perfectly suited for this size of vehicle, and since I am an enthusiast of great sounding machinery, the turbo whine is a joy to listen to. Just keep in mind, it’s not a distracting sound and can be drowned out by music playing in the cabin.

Styling and Interior

On the exterior, this particular Canyon sports a gorgeous Onyx Black paint with the Obsidian Rush interior that comes with the AEV edition’s partial white front seats, (an exclusive to the AEV edition). They’re definitely a statement piece! As an element of contrast, against the black paint, wheels, and interior, it works nicely. However, I also wonder how many owners will continue to appreciate the white leather once they leave a job site or go camping, only to realize they’re tracking a lot of dirt onto the white leather sections of the cabin.

In just my week-long evaluation of the Canyon, I didn’t frequently find myself obsessing over the white sections, but I still kept an eye out for slight scuffs from wearing hats or jackets. In daily usage, I don’t think it will pose too much of an issue.

“How many cup holders are there? Ten — which is excellent.”

The Canyon’s infotainment system is responsive and supports Apple CarPlay, Android Auto, and Amazon Alexa, but also continues the current automotive trend of using a piano black finish on most of the infotainment and center console. It’s not my favorite design decision, since it requires you keep a microfiber cloth handy to avoid collecting too many fingerprints. Thankfully, the glovebox is more than large enough for your important documents and a few supplies for detailing to help keep the surfaces finished in piano black.

This is a four-door, crew cab mid-size pickup truck, so I have to talk about the feasibility of rear legroom for passengers. It’s better than what I’ve seen in other trucks competing in this segment (the Tacoma TRD Pro comes to mind), but you still may struggle to fit adults taller than six feet.

GMC was thoughtful enough to include a scooped-out section of the rear headliner right where your head is supposed to be, so I suppose GMC did take steps to remedy that, considering this is already a fairly large truck, despite being a midsize truck.

The Highs and Lows

I have a few notes on things I wasn’t too fond of and a few standout features I did enjoy in my test. For now, I’ll dub these the low points (quirks) and the high points (features).

One of the demerits I had for the Canyon was its complete lack of a driver-side handle for getting in and out of the vehicle. A little over 10-inches of ground clearance means you have a lot of empty space to clear before you can get into the driver’s seat and yet, every passenger seat has a dedicated handle to make that process easier. Meanwhile, the driver has to contend with either having a degree of athleticism to get in and out of the truck, or just grab onto the steering wheel for support.

My other gripe with the AEV edition of the Canyon AT4X rests with its ride on city streets. While it is true the Multimatic DSSV dampers are great for off-roading and keeping the truck stable at speed in corners, it’s not the most comfortable ride when city streets aren’t in great shape.

In my case, San Diego has its fair share of not-so-great city roads that will make you aware of all the bumps and undulations of the road while in the driver’s seat. The intended user segment for this truck may already be used to or expecting this, but it’s still important to note.

“Multimatic DSSV dampers are an off-road specialty, but not for knobby city streets.”

Two features of the Canyon I want to highlight that were positives in my driving tests were the size of the truck bed and Air Down Mode. ADM is a pretty straightforward feature: you can let air out of the tires by setting a desired target tire pressure via the infotainment system (or with the myGMC app) right before you embark on an off-road trail, should you require it. Just remember, refilling the spent air would require that you have an air compressor with you (which you could plug into the truck bed) or make a visit to a gas station.

The truck bed measures 5 feet 2 inches long (61.7 inches) and is practical for everyday life, even with the added Goodyear Wrangler spare tire (measuring LT315/70R17) taking up a fair amount of space. There’s still ample room to move a queen-size bed frame, wooden slats, and an added power drill in the weather-sealed compartment that can be cleverly inside the tailgate. Also, GMC thought to include two 120V power outlets, one in the truck bed and another for the passengers in the rear, which is great for remote camera shoots or powering your tools.

Also, here are the facts on the GMC Canyon’s production: In America, GMC assembles the Canyon in its Montana plant, with 49% of parts originating from the U.S./Canada, 25% of foreign parts coming from Mexico, and the engine/transmission being built here in the United States.

Conclusion

Score: 8/10

GMC has a solid contender here with the Canyon, especially in the AEV trim. If you’re looking to drive off the dealership lot with temporary plates and go straight into off-roading without needing to spend extra on aftermarket parts, then the AT4X AEV is a strong contender that I’d even consider. Conversely, if you’re looking for better fuel economy and still want the Canyon, I’d say that adding a tonneau cover to the truck bed and removing the spare tire may improve the situation around fuel economy.

“It’s a beautiful and capable truck.”

For the 2025 model year, there’s no shortage of performance mid-size pickup trucks; the Ranger Raptor, Tacoma TRD Pro, Chevy Colorado Bison (GMC’s sister vehicle to the Canyon), and Nissan Pro-4X all come to mind. But what GMC has done here that is unique to the Canyon AT4X AEV edition is design the only truck with a non-hybrid turbocharged V4 and over 400 lb ft of torque with a Baja off roading aesthetic.

Ultimately, I’ve been a big fan of the 2025 Canyon AT4X AEV. During one of my northbound drives on the I-15 during rush hour, a driver leaned out of their own truck’s driver-side window to say out loud, “That’s a beautiful truck.”

I agreed. I still do.

Gallery

GMC Canyon AT4X AEV (2025) Review: Taking On The Herd was originally published in LaptopMemo on Medium, where people are continuing the conversation by highlighting and responding to this story.

Every pet owner needs an air purifier, full stop. In my personal case, it really just helps maintain the quality-of-life that I would want while caring for a black German Shepherd and a small, white cat.

The benefits of using a high-performance air purifier like the Rabbit Air MinusA2 are pretty obvious: the filtering of pathogens, dust, kitchen odors, pet dander, airborne bacteria (including mold spores), volatile organic compounds (VOCs) and, of course, pollen. In a post-pandemic environment (read: not entirely), having an air purifier at home has gone from being a good idea to being an essential home appliance.

This particular unit retails for a few hundred dollars, but in exchange for that initial investment you become the proud owner of a customizable, app-connected, and energy-efficient air purifier capable of using less than $50 of electricity yearly if used around-the-clock.

“It’s a great air purifier because it effectively cleans without any fuss.”

Between the different air purifiers I’ve tested from popular brands like Coway and Dreo, Rabbit Air’s six-step filtration system is one of the most feature-rich.

Price as Reviewed: $619 at Rabbit Air /w included 5-year warranty

Specs

• Standard Coverage: 815 sq. ft.
• Power consumption: 6 to 61 watts
• Air Flow: 58 to 218 CFM (cubic feet per minute)
• Noise level: 25 to 52 dBA
• Annual filter cost: $47.50 (12hr/day usage) or $95.00 (24hr/day usage)
• Can be wall mounted (includes bracket, but screws not included)
• Customizable faceplates

Using It

This product has been out for three years and still feels new. My only criticism is of the app design, which to be frank, does appear to be outdated, if not overly simplistic in terms of user experience. Regardless, it works well and communicates with the MinusA2 in place of the included remote, which works just as well and has dedicated buttons for all the same functions: power, fan speed, auto mode, and the mood light (which can be customized in the app).

The real brilliance here is the fact you can select a filter, purpose-made for your air quality needs and with good value (the filters don’t change the total price). Keep in mind, all of the filters are going to improve your home’s air quality, but choosing a specific type allows you to address specific concerns within your home’s environment.

In my apartment, keeping pet dander and order to an absolute minimum is a must, so I opted for the pet allergy filter. Each of the Rabbit Air air filters have a different purification specialty: the green tea filter physically traps airborne bacteria), germ defense targets particles that carry viruses, toxin absorber goes after VOCs, and the odor remover variant is best-suited for cigarettes, cigars, and absorbing cooking odors.

Best of all for the consumer: these filters are generally meant to only have to be replaced once a year, with regular usage.

A Few Notes About Filtering and Dust Around PCs

The MinusA2 works well without needing you to consistently mess with the settings. In the case of my cat, where her ultra-fine pet dander frequently clogs my desktop PC’s fans (it’s actually quite funny, until it’s not), I’d notice the MinusA2 pick up speed when she’d shake herself near it. Testament to its sensitivity to airborne particles! In practice, being able to adjust the sensitivity in the app — rather than allowing it to stay on auto — is a nice touch. In practice, running it 24/7 helps keep the dust levels low in working space, so that’s great.

(Remember though, keeping dust to an absolutely minimum is accomplished by also keeping consistent airflow (fans, windows, etc.). in your home and of course, dusting surfaces and brooming floors (I’ll leave that last job to my robot vacuum!).

A few additional notes I wanted to include: the MinusA2 will automatically dim its control panel lights, come end-of-day thanks to a light sensitivity sensor.

Overall, I’m actually impressed with this unit. When shopping for an air purifier, the general two rules of thumb are one: purchase one meant for a large space so you have more filtered air flow in a short period of time and two; low cost of operation (electricity costs and filter replacement).

The MinusA2 checks off both of these requirements with ease, while also being equipped with the customizable air filters (thankfully, not a gimmick), some cool front graphic panels, all while staying whisper quiet while you’re asleep.

If you’re serious about having cleaner air at home (and have pets like I do), start looking into an all-arounder air purifier such as the MinusA2.

Rabbit Air MinusA2 Air Purifier Review: No Matter The Dander was originally published in LaptopMemo on Medium, where people are continuing the conversation by highlighting and responding to this story.

Recently, I moved from the East Coast to the West Coast. But more importantly, how do you move nearly two dozen boxes of personal belongings, a queen size mattress, and thousands of dollars of computing equipment? Ship it all yourself and hope for the best? No, I didn’t think so. Instead, it would be a much better idea to find and enlist the help of a professional moving company!

After some searching, multiple quotes, and a few phone conversations, I selected Roadway Moving, a Bronx, New York-based moving company that’s existed since 2008 and was founded with a single truck by Ross Sapir, a former foreman who felt like he didn’t have the support he needed when moving. Similarly, I wouldn’t have a team available to me to help pack and move, but I still had to do something about it.

Price as Reviewed: ~$2800 (use my link for a discount!)

Planning

Once you’ve decided on your destination, it’s time to contact Roadway Moving with a quote. In my own case, I found this to be the least-stressful and easiest part of the move. A quick visit to their website, made an inquiry, and I had a logistics representative contacting me via phone and email within a few minutes. It didn’t take long, but it’s worth noting Roadway responded to my quote faster than anyone else and were priced competitively.

I had an amusing chat with Joe, who asked me to “think really hard” about how many boxes I planned to bring with me to San Diego, stressing that the “items that can’t fit into boxes” required the most planning; which makes sense. Once that’s handled, you’ll be emailed an itemized receipt of all the items you plan on moving, plus a required 10% deposit.

All in all, I had 33 boxes to transport, including a few pieces of furniture (a mattress, bar stools, night stand, and a standing desk). A bit of advice I have for you (or anyone you know) planning to move is to pack some of the boxes yourself. This brings the overall cost of the move down, as well as ensuring you know which items are where (eg. I’m particular about my cookware so I packed it myself).

Roadway considers this practice BYOB or PBO (“bring your own box or “packed by owner”) but will still catalogue your packed boxes with a QR code, so there’s no difference in care and logistics between items you pack and items Roadway fully packs and transports for you. It’s a solid policy, even if it’s considered standard practice.

The Departure

A day before the scheduled move, Roadway gave me a call just to confirm everything is going well and the move is still happening. Around this time, you’ll be asked to settle half of your invoiced balance up front, or upon receiving your items on the moving day. Being that moving from one coast to the next is already stressful, I took care of this beforehand so all I had to do was wait for a call from the actual movers on the following day.

Moving day! I had a three-hour heads-up that they’d be on their way, along with a link to track their progress via GPS. My moving crew arrived an hour or so earlier than they said they would, but by that point I was already prepped with half my belongings packed and just my work/streaming setup left to take down and pack.

This part was interesting to me, since if you have a desktop setup you’d like moved, the folks at Roadway can actually pack it for you in (in a box seized for a desktop, of course) along with padding and packing paper to keep it secure. For those of you that can’t wait: yes, I can report that upon arrival, my desktop setup was intact and functioning.

The Move

The process of moving your personal items out of your old place of residence and into a new one is always stressful! It just is. However, working with a moving company that legitimately cares about the condition and location of your belongings makes it a lot easier.

As soon as the last box (of 33!) was tagged with a QR code and loaded into the truck, I was presented with an iPad to complete tons of digital signatures. Essentially, Roadway is getting your permission to transport the items, base insurance (60 cents per pound, or full coverage is available), outlines the total cost, listing possible overages (eg. I was short a box and some tape, which they thankfully provided), and finally, just a permissions acknowledgement that the state and condition of the items you’re having transported was as-is before they were in Roadway Moving’s possession.

All simple enough! Once that was handled, I simply shook hands and got myself and Athena ready for the airport to make our flight out West. Over the next week and a half, I got consistent (near daily) text updates from my assigned contact. You’re invited to voice and ask questions or concerns during this part of the move, over text, email or phone. This is something I definitely want to commend them for, because you will develop slight anxiety over the thought of where your items are, but having open lanes of communication helps assuage any fears.

The Arrival

Overall, it took Roadway moving eleven days total to receive and deliver my personal items, from Brooklyn, New York to San Diego, California. I appreciated it, not just because it was a cost-effective means of getting all of my electronics and personal items across the country, but because this whole process taught me that this is an entirely acceptable and sensible way of moving.

Similar to the departure, my Move Coordinator at Roadway gave me a text and a call, 24 hours before the scheduled delivery, to ask if I’d be available to receive the moving guys. After confirming that I would be around, I settled the other half of the invoice (which you can do upon arrival, but again, I wanted this to be as seamless as possible so I handled it before they arrived).

Generally, I found the actual movers of Roadway Moving to be hospitality -focused: they were gracious, kind, and resourceful. It was easy to make small talk with the guys, asking them about how many moves that had scheduled that day, and if mine was easier than the rest. Their answer? Their last delivery, “had more furniture, but you had more boxes.”

Roadway Moving Review: East to West Coast, Successfully was originally published in LaptopMemo on Medium, where people are continuing the conversation by highlighting and responding to this story.

The shape of the Bowers & Wilkins wireless speaker lineup over the past few years has been iconic, at least in my eyes. If anything, its “pill” shape”, a historical reference to the airships of old with the same name filled with hydrogen, also allows it to become a piece of interest in a casual space that doubles as a way of entertaining guests.

This year, B&W updated the Zeppelin to feature a powerful 240W amplifier, while removing finicky features such as Alexa integration. Being that it’s the same price as last year’s model, what makes the Zeppelin Pro better in every way?

“It’s better than the previous generation in almost every regard, without an increase in price.”

As it turns out, it’s better by being an easier to live with, better-performing wireless speaker.

Price as Reviewed: $799 at Bowers & Wilkins

Using it / The Internal Difference

The big deal this time around for Bowers & Wilkins is the addition of a 240W amplifier, an internal upgrade which cannot be overlooked. The difference in soundstage and immersion between the last-generation and the current Pro model is like night and day.

While last year’s speaker was no slouch and had faithful reproduction of mids and a satisfying low-end, this year’s is much brighter, crisper, and louder than before — adding a more powerful amplifier is what the Zeppelin lineup needed. I listen to everything: Amaarae, Khruangbin, Young Thug, Bad Bunny, Alina Baraz, and Charli xcx. I’ve found that the Zeppelin Pro reproduction does not fail any artist or their sound profile, truly.

Another small but necessary tweak to the Zeppelin Pro can be found in its new TItanium tweeters, an upgrade from last generation’s aluminum-only tweets, (not visible with the naked eye) inside of the product’s “Solar Gold” fabric cover. There are five total drive units which have what B&W calls “reference-grade” loudspeaker designs. What this means in practice: less distortion, especially at higher volumes.

For you audiophiles, the Zeppelin Pro is a speaker with a 24-bit/96kHz range and an onboard DAC (digital-audio-converter) that is currently restricted and goes all the way up to 192kHz. Maybe they’ll unlock that in a future update? Hopefully!

Connectivity-wise, sadly, there are no wired 3.5mm or USB-C connectivity options (the available USB-C port is only for manual firmware upgrades).

However, the Zeppelin Pro does stay connected with Apple AirPlay 2, Bluetooth aptX™ Adaptive and Spotify Connect, as well as the Bower & Wilkins device app, which can connect and interface the Zeppelin Pro with multiple music services, including Tidal, Qobuz, Amazon Music, Soundcloud, Deezer and various stations (eg. Pandora, TuneIn, Last.FM, Dash, NTS). If you live in the 21st century, you should have no problem getting music playing on this speaker, whether they be local files over Bluetooth or from a streaming service over AirPlay 2.

Now there are few changes here that are up for debate, although I do think they were for the best. B&W did away with Alexa voice control on the Zeppelin, which I found to be inconsistent and not as useful as I’d hoped. Secondly, the ambient front light is no longer just an on/off feature, but can have its color adjusted within the app.

Also, the color! Solar Gold (as seen here) is the new color for this generation and I do find it just as charming, if not slightly more, than the original all-black model.

Just remember, the whole thing weighs in at a hefty 6.6kgs (14.5lbs), so be sure to have a solid table, be mindful that it actually faces you in the room you’re in, and enjoy.

Conclusion

A minor (yet meaningful) upgrade over the predecessor, lack of voice control, and no physical inputs are really the only cons I can muster for the Zeppelin Pro. If you’re in the market for a room-filling speaker that can also play nice with mobile phones and guests, then you should already be prepared for something at this price point.

The premium that B&W’s $800 asking price nets you isn’t just for the design — which you have to admit is unique — it’s felt every time you play a song on the Zeppelin Pro: it’s a loud, enjoyable, bass-rich-yet-not-heavy, detailed sound profile that I often found myself darting towards when I wanted to quickly start listening to some great music.

There are times I find myself preferring to listen to the Zeppelin Pro, rather than sitting down at my computer desk and firing up my subwoofer and stereo speakers over my XLR setup.

The Zeppelin Pro is a vibe and I’m here for it.

Bowers & Wilkins Zeppelin Pro Review: a sequel better in every way was originally published in LaptopMemo on Medium, where people are continuing the conversation by highlighting and responding to this story.

The Predator Z57 curved super ultrawide monitor is nothing like you’ve ever experienced before when it comes to computer screens. Across a massive 57-inches of display are enough pixels to produce a Dual Ultra HD picture (7680x2160) at 120Hz, which makes it ideal for not just productivity, but also high-end immersive PC gaming.

I think the best way to evaluate this monitor was just to use it everyday for a month, tackling everything I do normally: writing, content strategy, photography, streaming, gaming, and multimedia consumption.

“You’re going to need much more graphics power than things to-do…”

After all, what is the point of using a massive monitor if you’re not keen to view everything with maximum fidelity? Currently, the Z57 monitor retails for $1,499 when you purchase it directly from Micro-Center.

Design and build quality

The most impressive aspect of the Z57 isn’t even the display itself, but its stand. It has a larger footprint in front and at the back of the monitor for stability; it weighs 40.34 pounds when unboxed and with stand equipped! Once you get this hefty screen out of its massive box, you’ll be greeted by a plethora of plastic housing. It’s not a bad thing — as we’ve seen before, Acer has stepped up its build quality.

Before you even ask: no dead pixels here! While not to be expected, it can happen. It’s great to see that the Z57 can pass QC and arrive at your doorstep, unscathed.

The stand itself feels like the most robust part of the monitor: it’s fully made of metal, is height-adjustable, and can pivot from right-to-left, as well as up and down. If you’re interested in a 57-inch monitor with a 1000R curvature and own a desk that’s only 48-inches wide, you’re going to wish you had a bigger desk.

My professional opinion: buy a monitor arm that supports the Z57’s massive weight to save on desk space.

Connectivity

Acer has got connectivity entirely covered here. Two HDMI 2.1 ports for consoles and a Display 1.4 port for PCs, alongside a 90 watt USB Type-C power delivery port, plus four USB-A ports so you can connect peripherals directly to the Z57’s KVM (Kernel-based Virtual Machine) and have them supported across different devices plugged into the video inputs (eg. a two PC streaming and gaming PC setup).

Also, there is a magnetic cable organizer located near the base, to the rear of the monitor’s stand. It works well and has ample free space to accommodate video, power, and data cables running from the monitor to your computer., although it can get a bit crowded.

Display quality and clarity

The Z57 has a gorgeous MiniLED display and that’s all thanks to having the right specs. There are 2,304 MiniLED zones which comprise an image consistent with clarity, color, sharpness and saturation. By default, I’d say the display colors are a bit on the cooler side, with 98% DCI-P3 color gamut. It’s great to look at, but not quite a hundred percent accurate and not intended as a professional design monitor. This monitor was meant for gaming, content creation, gigantic Excel spreadsheets.

In games where you can drive that many pixels, the Z57 performs beautifully and that is what you’d expect. AMD FreeSync compatible with AMD Radeon GPUs (so no luck for my Nvidia RTX 4070) helps with image tearing.

Time for a spec sheet! Just in case you weren’t aware or wanted to double-check the Z57’s bells and whistles.

• 57-inch DUHD (7680x2160) maximum resolution
• 2304-zone MiniLED technology
• 1000R curvature deepens gaming immersion
• Up to 1000 nit brightness with VESA HDR 1000 certification
• 98% DCI-P3 color gamut replicates precise colors
• AMD FreeSync Premium eliminates screen tearing
• Wide 178-degree viewing angles
• Two HDMI 2.1 ports and DisplayPort 1.4 connectivity for console and PC gamers
• Two 10-watt speakers (surprisingly loud)
• USB Type-C 90 watt PD port delivers display, data transfers and device charging simultaneously
• Built-in KVM switch lets individuals swap sources without having to reconnect peripherals

But there’s a catch here and it will force you to evaluate why you’re buying this monitor.

Gaming performance and notes

Let me explain, by painting a picture for you: you currently have a 49-inch super ultrawide monitor , which typically has a resolution of 5,120x1,440, which is typically referred to as Quad HD. At 1440p resolution, most graphics cards of the past two years can push out a quad HD image and maintain near 100 frames-per-second on screen. However, the Z57, a monitor that is only six inches bigger than the typical super ultrawide monitor, requires a double 4K horizontal image just to maintain a full screen experience. Double 4K, not double or quad HD. Keep that in mind.

The consequence is about graphics power: the Z57 is just too hard to push for mid-range graphics cards. Any game titles that I could run at native resolution on “high” or “max” settings at ~100 fps is just not possible. If you asked the same GPU to run games at native resolution, you’ll be reduced to a crawl of 30fps, if not less (eg. Black Ops 6, Arma: Reforger).

My solution is running games in windowed mode at 2560x1440p resolution, so that I can not only actually play the game smoothly, but stream it via OBS, in a separate window — which I can all see in front of me clearly, as if I had multiple monitors. Streaming like that is actually pretty fun and relaxing, as you’re not worried about requiring multiple monitors.

Final thoughts

If the whole point of the Acer Z57 is to have an immersive, full screen experience then you need to invest in the best graphics card you can afford and make sure it’s better than an RTX 4070 (eg. RTX 5080, 5090). Otherwise, you’re just not going to be using the Z57 to its full potential.

“Acer designed a fantastically large monitor with the Z57 and I commend them for it. “

However, it’s a tough sell for me as smaller monitors (eg. less expensive 49-inch displays) still have near-100% color gamut, higher refresh rates than 120Hz, and are easier to push modern 3D games to, even if lacking a display as pixel-dense as the Z57’s.

Once you learn how to make effective use of the additional real estate, you start to find novelty in having so much information prescient at once, with little scrolling required.

Picking up the Acer Z57 really comes down to three things: do you have a big enough desk, a GPU with enough juice, and feeling that every monitor available on the market is still too small. If so, you’ve found your answer at the end of Acer’s alphabet.

Acer Predator Z57 Dual 4K Curved Super Ultrawide monitor review was originally published in LaptopMemo on Medium, where people are continuing the conversation by highlighting and responding to this story.

As more consumers find out about the benefits of IE monitors (integrated ear) — audio quality, the plethora of connectivity options, and custom fit — it becomes important for audiophile-leaning manufacturers like Sennheiser to offer options accessible to everyone. The IE 200 priced at $150 is Sennheiser’s first entry into this market.

This price is still a step up from something like a SIMGOT EA500, which is considered to be one of the best sub-$100 IE monitors on the market.

What would make the IE 200 worth the nearly $100 premium?

I’ve been using the IE 200 for a few weeks now and can confidently say it’s represented well by a solid, punchy bass audio, is lightweight, and a beautiful audio profile that isn’t plagued by high treble. However, there are a few notable design decisions that make me question them.

It’s been a while since we reviewed here at LaptopMemo, so I highly encourage you to read some recent reviews.

Price as Reviewed: $149 at Senheiser

During Streams / On XLR / Mobile

My main use-case scenario for IE equipment in general is to be plugged into an amp, in this case my GoXLR. As a monitor for different audio sources within OBS, it’s ideal. On worse IEs, you’ll experience muddy sound when one source (chat, pc, music, microphone, etc.) overlaps with another, but on quality monitors — and the IE 200 does qualify — you can still make out different voices and environmental sounds.

Music sounds great without too much emphasis on mids or bass, while in-game environmental sounds (eg. footsteps) are focused and distinct, so I can stay immersed.

This is perfect for the way that I like to stream: low-audio on my end, yet perfectly audible for the audience. I think preserving your personal health is important, especially if you’re spending more than a few hours at a desk.

For me, making sure headphones sound great not just at high volumes, but near the low-end, is just as important as the shape of the audio profile (which is V-shaped for the IE 200, in case you were wondering).

Adjusting Bass Level

A quick overview of this interesting feature from Sennheiser: you can adjust the bass level between partial (light bass) or full coverage (more bass) using the supplied ear tips the hole in the side of the nozzle.

You could also DIY a tape mod for a tighter seal and I see what Sennheiser was going for with this, but I feel like the difference isn’t so drastic that it should be deployed this way.

The Cable

Short and sweet. The cable is one of the worst audio cables I’ve ever seen partnered with a mid to high-end audio product. What’s worse is the $80 upgrade from Sennheiser incorporates an inline-microphone and controller, but somehow is based on the same flimsy plastic cable.

Coupled to the fact that the IE 200 uses a custom MMCX cable connector, rather than the standard two-pin of most IE monitors, makes this a really tough pill to swallow.

The best upgrade (and least costly) I can think of to remedy this would be this MMCX compatible cable from Linsoul.

Conclusion

Would I buy the IE 200? Personally, no. However, I’ve been reviewing hardware for over a decade and I can confidently say they sound great. I find them significantly better than the original Moondrop Aria and better than high-end consumer in-ear headphones from Master Dynamic (look for that review soon!).

If you were to just hand a pair over to someone who had never used IEMs before (as I’ve experienced), they’d probably still have compliments for it (eg. audio quality).

The real question here is if the proprietary parts and lack of a decent cable out the box for this price should rule it out for someone who does a few web searches before buying a product — and that is up to you.

Sennheiser IE 200 review: it sounds great, but the MMCX cable is a miss was originally published in LaptopMemo on Medium, where people are continuing the conversation by highlighting and responding to this story.

The Acer Helios Neo 14 and its predecessors have been some of my go-to gaming laptops over the past five years, because I believe they’re a good barometer for the state of the industry. In their latest model, Acer equipped the Helios Neo 14 with the latest 14th generation Intel Core Ultra 9 185H processor (more on that later) and NVIDIA RTX 4070 mobile graphics, with 16GB of RAM and a 1TB SSD.

Keep in mind though: this laptop’s spec sheet with the recently-announced mobile 5000 series graphics cards from Nvidia will only get better come next refresh.

That’s more than enough power to punch out everything from Minecraft to Arma Reforger. However, this is a laptop dressed for different occasions, so gaming is all that I’m focused on here.

Price as Reviewed: $1,499 at Micro-Center. See Micro-Center review.

The Neo 14 weighs 4.2 pounds and measures 0.77 inches thick. That’s not an ultraportable by any means, but remains as one of the lighter powerhouse packages for the price. While most of the body is made of plastic, Acer added luster and gloss that gives it a metallic feel, which is a nice touch. Before you ask: there’s no chassis flex and the machine is solidly built.

Overall, the Neo 14 is a well-equipped laptop that I’d recommend to gamer friends looking for a sub-$2,000 laptop that can also bring real power into your daily workflow or streams. The Nitro 14 is proof a great gaming laptop doesn’t have to be out of reach.

Productivity and Build

It’s a treat to see gaming laptops continue to become more svelte and sleek over time, without losing the gaming DNA. Here, we get a gunmetal-style black body, a light-up RGB logo on the lid, and an RGB keyboard. I’d say it straddles both productivity and play rather well. If you need to tone it down even more, you can turn off the RGB in all regions and use the Nitro 14 like a traditional work machine.

Speaking of which, the island-style backlit keyboard and trackpad are better to use than I initially expected. Key travel is consistent and easy to get used to, so you can start typing quickly. The trackpad is a bit small. Of course, it was never meant to play PC games, and it tracks well and works consistently with Windows’ multitouch gestures, so no real issues there.

Despite having a small frame, the 14.5-inch Neo 14 is filled to the brim with ports. On the left side of the machine is the power port, USB 3.2 Gen 2, Thunderbolt 4, and the audio jack. On the right, a Type-C USB 3.2 with DisplayPort over USB, HDMI 2.1 (with HDCP), a microSD card slot, and finally, a Kensington lock slot. One thing you won’t find is Windows Hello biometric login support through facial recognition or a fingerprint reader.

Performance and Benchmarks

Let’s get to why you’re really here: the Neo 14’s performance. It comes equipped with a 125W Nvidia RTX 4070 GPU, paired with a 165Hz refresh rate display with G-Sync support. The resulting experience is stutter-free, with smooth visuals and transitions. In real-world applications, the Neo 14 cruises through most 3D applications on high settings at the native 16:10 WQXGA+ (3,072x1920) resolution. The display is rated 100% sRGB for color and has a 400 nits peak brightness.

If you find yourself wanting more frames, you can always activate NVIDIA’s DLSS 3, which will boost performance considerably. Call of Duty: Black Ops 6 multiplayer cruised at a smooth 113fps maxed out, while Escape from Tarkov (a game famous for CPU-intensive load and lack of optimization) still can crack above 60–70fps during PvE fights.

Like most slim laptops, this works better with headphones or external speakers than the internal speakers, which lack hefty bass. Another issue for thin gaming laptops in particular is heat dissipation. You don’t want to feel your palm rest burning as you’re editing videos or starting a multiplayer game.

Acer combated this with performance presets that can customize the cooling to your app-by-app needs. By hitting the mode button on the upper left side of the keyboard, you can quickly swap between power management modes. The performance mode you pick will coincide with the fan speed required to keep the Nitro 14 cool. On Quiet, expect minimal to no noise, moderate fan noise on Balanced, slightly more noticeable on Performance (where GPU and CPU overclocking occurs). Then there’s Turbo, which is for maximum performance and fan speed, albeit with extra fan noise.

Conclusion

The Acer Helios Neo 14 has a 76 Watt-hour battery, which is smaller than some other gaming laptops, but also helps keep this model slim and portable. Set the brightness to a little over 50% and you can stretch 8–9 hours of light usage. Under a regular (non-gaming) workload, you can definitely use the Nitro 14 without being plugged into the wall, to the tune of 4–5 hours. Take note: gaming laptops don’t deliver their full wattage (performance) unless they’re plugged in, so if you plan on playing Black Ops 6 on the Neo 14, make sure it’s on AC power.

I’ve reviewed many iterations of Acer’s gaming laptops over the years and overall, I find Acer’s mid-priced gaming laptop the right fit for anyone who is looking for a powerful machine in the $1,500 neighborhood, without sacrificing too much on power or quality.

Also, shout out to Ruth and Erin at Acer — you’ve known me for more than ten years and have helped me tremendously by allowing me to work with some review devices!

Thanks for reading and it’s nice to be back! — Stef

Acer Helios Neo 14 review: great the way it is was originally published in LaptopMemo on Medium, where people are continuing the conversation by highlighting and responding to this story.

Last month, I checked out the Jackery Explorer 1000W, a lithium portable power station capable of charging and powering everyday devices and appliances over AC and DC power. This month, I’m looking at its bigger brother — the Explorer 1500W. Just how much can you do with the extra 500 watts? Turns out, there’s definitely an improvement. But do you need it?

The Jackery 1500W also supports Jackery’s higher-capacity 200W SolarSaga panels, which can reduce the amount of panels and hours it’d take to get to a full charge. While Jackery didn’t send me the higher-capacity (and more expensive) panels for review, those panels are only compatible with the two biggest power stations in Jackery’s lineup: this 1500W variant and an even larger 2000 watt version.

So, who’s ready to roast marshmallows over an electric stove top, powered by a lithium power station? I am.

Price as Reviewed: $1599 for Explorer 1500W at Jackery, or $2699 for 1500W + four Solar Saga 100W panels

Specs

• Capacity: 1534Wh (25.2V 60.9Ah) with 3600W surge protection
• Weighs 35.2 lbs (15.5 kg)
• Measures 14 x 10.4 x 12.7 in (35.6 x 26.4 x 32.3 cm))
• Recharge Times: 6 hours on AC, 9.5 hours on 2x SolarSaga 100W panels, 5 hours on 4x SolarSaga panels, or 15.5 hours on 12V car adapter. Supports water-resistant SolarSaga 200W panels.
• Has AC, DC, USB-C, USB-A, and Quick Charge outputs. Charges up to 7 appliances simultaneously.
• Operating Temp: 14–104F (-10–40℃)
• 24 month warranty

Using It

Making use of the Jackery Explorer 1500W is no different from using the lower capacity 1000 watt variant. Simply select the “AC” or “DC” power buttons, then plug in your respective charger or cable. With the 500 additional watts, you can expect to get quite a few more charges out of the Explorer 1500W, but I’ll get into run times in the next section.

However, there are two areas of improvement with the Explorer 1500W that make the 1500W a bit better to use in practice, compared to the lower-end, 1000W model. It’s the color charging display and a carrying case for charging accessories. Another area of change is weight. The overall carrying weight of 35 pounds (13 pounds heavier), but it is balanced and not too heavy to move around.

The new screen makes charging/discharging easier to read thanks to larger, animated graphics. It includes important information like which method is being used to charge the Explorer (solar, car, or AC wall charger), low/high temperature warnings, low battery reminder, AC charging information (in Hz, output, and voltage), and of course, total available charge.

The carrying case for cables, the manual, and accessories is a more subtle improvement, but considering the $1600 Explorer 1000 watt only comes with a black zipper bag, this is big step up. It’s durable and looks like a toolbox thanks to the carry handle.

As per all of Jackery’s lithium power stations, the Jackery 1500W is not waterproof, so keep it away from water and dry; the same rule goes for the Solar Saga 100W solar panels. In order to combat any potential reservations about such a high-capacity power station, Jackery has built-in six layers of safety protection: over current, short current, over discharge, over charge, over voltage, and thermal monitoring (so it doesn’t get too hot/ensures cooling fans turn on). All of it is managed by an onboard processor that keeps the Explorer running normally.

Run Times

Jackery has the following rated hours for the Explorer 1500W, but just like the 1000W, I’ve been able to squeeze out a lot of usage out of very few charges in between. Your time varies with the conditions in your area, plus power draw.

• Mini cooler for around 21 hours
• Blender for 19 hours
• High-end coffee maker for 68 minutes
• Pressure cooker for 75 minutes
• Electric grill for an hour
• Microwave for 68 minutes
• Over 136 full iPhone charges
• A portable 1500 watt heater for 85 minutes

Final Verdict

In conclusion, what’s there not to like? The cost namely. Buying a complete Jackery Explorer kit is a long-term investment. It’s for the type of person who plants to spend time off the grid, or wants to have a proper home emergency kit. You can even power a CPAP machine or a gaming laptop with the Jackery Explorer 1500, at the same time.

Regardless, despite the high cost of entry, the only thing keeping you from powering your home appliances and electronics is the sun. There’s hardly anything else on the market with this much versatility and build quality, so I think it’s worth the investment.

Still, if a $2699 generator package that’s good for the environment is far too expensive, Jackery produces the Explorer in smaller capacities, making it possible to get your hands on one without spending too much.

Score: 8.5/10

Pros:

• Enough portable power for everyday appliances
• It’s solar — but also supports being charged traditionally through a wall
• Good variety of DC charging ports and AC outlets
• Can be used indoors, unlike a gas generator.
• Two year warranty

Cons:

• Price — though it’s a long-term investment
• No water-resistance for the power station
• Not available for shipping to countries where solar power could be useful, such as Haiti

Jackery Explorer 1500W Portable Power Station Review: more power, more weight was originally published in LaptopMemo on Medium, where people are continuing the conversation by highlighting and responding to this story.