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2026 Genesis GV70 3.5T AWD Sport Prestige

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Paying attention to the things that matter. . . .

By Gary S. Vasilash

While this is probably not the first thing that anyone who is going to be in the market for a compact luxury SUV like the 2026 Genesis GV70 3.5T AWD Sport Prestige will think about, it strikes me as being a salient point about what the designers and engineers behind this model did and didn’t do.

A comfortable cockpit. Tech is available without being overwhelming or calling attention to itself. Usability matters most. (Images: Genesis)

The vehicle features a 27-inch OLED screen. It stretches across the front of the driver and so has the cluster information necessary for vehicle control. But it also stretches into the area of the center of the instrument panel and so contains navigation, apps and audio control capabilities (AM/FM/HD Radio/Sirus XM (as long as you’re not in Alaska or Hawaii); as there is a Bang & Olufsen audio system you’re probably going to be listening to music, not news because the sound is really good).

The point is: this is as technical a setup as most any going out there.

Now this is a car that offers fingerprint recognition for operation.

It has the Genesis Digital Key 2 system, which means that you can use your phone or smartwatch to unlock/lock and start the GV70.

But rather than messing around with things that really don’t need fixing, it offers wireless Android Auto and Apple CarPlay.

If they thought they could do better they probably would have tried to replace them.

Instead they concentrated on making the drive experience a spirited and pleasant one.

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As the name of the vehicle indicates, it has a 3.5-liter, 24-valve, DOHC, twin-turbo V6.

The engine produces 375 hp @ 5,800 rpm and 391 lb-ft of torque at 1,300 to 4,500 rpm.

It runs on premium fuel.

It is mated to an eight-speed automatic.

The transmission has paddle shifters.

This GV70 has all-wheel drive. That’s just as germane to the hard acceleration that may happen on occasion as it is to the slippery conditions that may be encountered.

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2026 GV70: Style meets substance.

And then there’s the ride.

There are multilink suspensions front (MacPherson) and rear.

But there are a couple of other things that make a difference.

While you probably think not at all about the bushings in a suspension system—which are typically made with rubber or polyurethane and work to do such things as isolate vibrations and reduce noise—Genesis chassis engineers think a lot about them.

So for the GV70 they use “hydro bushings.” While the rubber and polyurethane types depend on elasticity of the materials to do their jobs, the Genesis hydro bushings use fluid that flows through an orifice, instead.

The difference? Genesis claims rear-seat passengers experience about 40% fewer vibrations.

Then there’s something more sophisticated.

There is a “preview” function of the electronically controlled suspension. It uses information from both the front camera and the navigation map.

Consequentially, if there’s rough road ahead, the system is ready. Adjustments are made as required. So the ride is smooth.

That’s clever.

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Inside the seats are Nappa leather.

The front seats offer a four-way power lumbar.

There is an extension bolster that provides additional leg support.

The driver seat has an “Ergo Motion” function (a.k.a., massage).

The front seats are heated and cooled.

The rear seats are heated.

The steering wheel is leather-wrapped. And heated.

The instrument panel has “leatherette” (a.k.a., synthetic leather) wrapping.

The headliner is “microsuede” (a.k.a., synthetic suede that looks every bit like the real thing and is actually better from the standpoint of keeping it clean).

There is an abundance of carbon fiber trim. It is the real thing, not the result of wrapping or hydrodipping, as some OEMs do (a.k.a., synthetic carbon fiber that looks good only at a glance).

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While the vehicle is technologically advanced, the execution is such that it doesn’t call attention to itself.

The model driven here is the top-of-the-line. It has a starting MSRP of $70,095 and it is so well equipped that adding things isn’t particularly likely.

Beyond That First bZ

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Yes, Toyota has been, continues to be, and will be all about getting things better. . . .

By Gary S. Vasilash

When the model year Toyota bZ4X was launched in the U.S. it was roundly reviled for its range and its name. The range ranged from a low of 222 miles for a Limited AWD to a high of 252 for an XLE with FWD. And those, of course, are the EPA estimated numbers, so in the real world they vary—often going in the wrong direction.

And the horsepower wasn’t any great shakes, either: 201 hp for FWD and 214 for AWD.

Guffaws Galore

People scoffed at Toyota for putting out the vehicle. They dusted off the term “compliance car” for the midsize SUV, claiming that Toyota put out what they considered a pathetic attempt at an electric vehicle.

As for the other aspect of low dudgeon: What kind of name is “bZ4X”? It sounds like the name of a ‘droid in a knock-off Star Wars movie.

The explanation was:

  • bZ: Toyota’s “Beyond Zero” initiative for zero-emissions vehicles. (Why it isn’t “BZ” isn’t clear, nor is the whole notion of “beyond zero”: given that positive integers beyond zero are things like 1, 2, 3, etc., might that not indicate positive emissions?)
  • 4: This is reportedly meant to indicate that it is approximately the same size as a RAV4 (although the bZ4X is longer (184.6 in. vs. 180.9 in.), wider (at 73.2 in., up by 0.2 in.), but lower (65 in. vs. 67 in.)).
  • X: Crossover.

When you have to explain something at several levels it is more like hermeneutical analysis than something you’re going to do at your local dealership.

This Is How They Do It

But anyone who knows approximately anything about Toyota knows that the company is all about “continuous improvement,” a philosophy and methodology that is still highly important even though people sometimes claim that Tesla’s nonlinear improvement (i.e., “great leaps forward”) is the name of the game.

2025 Toyota bZ: second time is a charm. (Images: Toyota)

Toyota has introduced the 2026 bZ. Yes, half the nomenclature has been eliminated. Given that the Lexus side of the house has used two letters for names since its start, two is good for the name of this model.

Long(er) Run

But then there’s the ranges offered by the new model.

The least range is 235 miles for the XLE FWD. The top end is 314 miles for the XLE FWD Plus model.

There are horsepower improvements, too: the Limited AWD and XLE AWD are both at 338 miles. On the low end there’s the XLE FWD, with a curiously low 168 miles. The XLE FWD has a 57.7-kWh lithium-ion battery, while the other models have a 74.7-kWh battery, which explains the low range.

While pricing hasn’t been announced yet, I wouldn’t bet against that XLE FWD having an exceedingly economic MSRP. (The vehicle becomes available later this year.)

The Stuff

The 2026 bZ comes with a NACS charging port that allows high-speed charging (e.g., at Tesla Super Chargers). The company estimates that with DC fast charging the battery can go from 10% to 80% in about 30 minutes.

In terms of overall dimensions, there is no change.

While there are some exterior mods—mainly to the fascias—compared to the bZ4X, the major changes are found in the interior.

Inside amenities are improved. All models get that 14-inch screen.

The dashboard is redesigned—which is no trivial change from an engineering perspective. All trims have a 14-in. touchscreen for infotainment. It runs the Toyota Audio Multimedia system, developed by Toyota in Texas, so its functionality is what Americans have come to expect (“Hey Toyota take me home”).

Because this is an “environmental” vehicle, the seating surfaces are either cloth or Toyota’s synthetic leather, SoftTex, which is made with thermoplastic polyurethane, which is actually a good facsimile or the real thing.

Driven

As for driving the bZ: quite honestly, the bZ4X drives well. After all, this is a vehicle that is primarily meant to be appropriate transportation for those who are inclined to reduce their carbon footprint, not a hot vehicle that one is going to put one’s foot to the floor in.

And the bZ, albeit quicker, also drives well. Generally, it drives for a longer period and you’re in more comfort while doing that driving.

Bottom Line

Now the real question comes down to the price. At present the Toyota shopping site has the MSRP for an 2025 XLE $37,070. That model has an estimated range of 252 miles.  The company is going to have to meet or beat that with the 2026 models.

2025 Volkswagen Golf GTI Autobahn

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Quick. And you can feel it. . .

By Gary S. Vasilash

One of the things that’s often said about why driving an electric vehicle is so much fun or exhilarating or breathtaking is that when you step on the accelerator it zooms.

It doesn’t matter whether you’re in something small like a Chevy Bolt or big like a GMC HUMMER EV. The torque of the electric motor propels the car forward with alacrity. (Yes, there are degrees, but it is generally the case.)

You generally don’t hear people say something about how the electric vehicle experience is good because they are saving the planet.

It is all about performance.

So let’s take that as the case.

The acceleration of an EV is very linear. Think of it in the context of a blender or juicer or coffee grinder.

Off. On.

It goes quickly.

Seems almost strange that even behemoths like the aforementioned GMC HUMMER EV will have presented as one of its features the fact that it goes from 0 to 60 mph in 2.8 seconds. It is unlikely a whole lot of people think, “Gee, I’ll buy a massive SUV so I can smoke people when the traffic signal goes to green.”

Feel the Speed

Fast though EVs may be, there is something lacking.

Actually “some things.”

That is, there is no engine noise. And there are no transmission steps.

Even if there is great noise cancellation and if the transmission control module orchestrates things smoothly, there still tends to be perceptible inputs when you are behind the wheel of something like the Golf GTI Autobahn.

You get on the metal-clad accelerator and you go. Arguably the experience is better than doing the same thing in an EV.

Much better.

The vehicle is powered by a turbocharged engine, a 2.0-liter engine that produces 241 hp and 273 lb-ft of torque.

The engine is mated to a 7-speed DSG dual-clutch transmission. There is paddle-shifting capability should you be so inclined.

VW Golf GTI Autobahn: the quintessential hot hatch. (Image: VW)

An interesting aspect of the engine is the way the exhaust headers are integrated into the cylinder head, thereby improving thermal efficiency of the system.

The fuel is delivered to the cylinders by a high-pressure injection system that delivers fuel at 5,075 psi, compared with the previous generation of the engine that had injectors that were doing it at 2,900 psi. This optimizes power development and efficiency.

For a car that is pretty much engineered to simply go, it has respectable fuel economy numbers: 24 mpg city, 32 mpg highway, and 27 mpg combined.

Size

One of the issues of a small hatch (or a small car, in general) is that it can feel too light so if you try to drive it hard it feels skittish.

The Golf GTI is 168.9 inches long, 70.4 inches wide, 57.7 inches high, and has a 103.6-inch wheelbase. It is a small hatch, though, given its interior volume (passenger volume: 91.9 cubic feet; cargo volume seats up: 19.9 cubic feet) it falls into the EPA midsize car category.

Notably the chassis of the Golf features two solid-mounted subframes with bolt-on front fenders and there is an extensive use of high-strength, hot-stamped steel. That and the tuning of the suspension results in a ride that feels planted.

An active damping system that adjusts to the road surface and the driver inputs provides a bandwidth from comfort to performance.

And thanks to an electronically control torque-sensing limited-slip VAQ differential, there are adjustments made to facilitate grip when doing fast corners. As this is a front-drive car, it also helps decrease understeer, which front-drive cars are prone to.

(Of course there is a “Sport” mode that enhances the VAQ settings. (There are also driver-selectable Eco, Comfort, and Custom modes.)

Inside

There is, no surprise, an abundance of the color red on the interior of the vehicle, whether seat stitching or trim. The seats, nicely bolstered, have integrated head restraints.

There is a 12.9-inch infotainment display mounted in the IP that is slightly angled toward the driver. Not ideal are touch sliders just below the display that adjust audio volume or HVAC settings—when you are driving something with alacrity a knob is a good thing to have (especially when listening to something lively on the Autobahn trim’s 480-watt Harman Kardon audio system).

The gauges are digital, in a 10.25-inch screen that can provide various types of information, from vehicle information to navigation.

This is the eighth-generation of the Golf GTI.

The ninth-generation is reportedly going to be an electric vehicle.

For those who want the visceral feel that can be experienced in an internally combustion powered hot hatch, this generation is the ticket.

Odds are the performance specs of the next one will be a lot better, but the driving experience necessarily won’t be.

Toyota Unveils Sixth-Gen RAV4

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The market leader gets a wider suite of offerings. And hybrids across the board. . . .

By Gary S. Vasilash

A thing about the Toyota RAV4 is that when the company accurately describes it as “America’s best-selling compact SUV” it isn’t entirely clear just how much of a best selling compact SUV it is.

In 2024 Toyota delivered 475,193 RAV4s in the U.S. market

In the same period, the combined number of Chevy Equinoxes (207,730) and Ford Escapes (146,859) is 359,589. Well below the RAV4 number.

So Toyota really has something going for it, and for the sixth generation of the RAV4 it is, on the one hand, doing something expected, but on the other, somewhat unexpected.

As for the expected part, it is expanding the offerings within the marque.

That is, there are three styles:

  1. Core
  2. Rugged
  3. Sport

Then within the styles it is offering things like the Woodland trim (Rugged) and GR Sport (Sport).

The unexpected part—well, maybe not entirely unexpected as this is, after all, Toyota, the company that offers a model that is still synonymous with “hybrid”: Prius—it is offering the 2026 RAV4 as a hybrid-only vehicle.

But there are two variants of that, two, either a straight-up hybrid or a plug-in.

And, of course, front-wheel or all-wheel drive (AWD) variants are available.

The new RAV4 trio–Sport (the red one), Rugged (the left) and Core (in the rear—for 2026. (Image: Toyota)

Some Numbers

The hybrid versions produce 236 hp for the AWD models (up from 219 hp in the current generation system). There hadn’t been a front-drive RAV4 hybrid previously available so the comparison has to be with the ICE-only model: the hybrid produces 226 hp, whereas the current gen gas-only model produces 203 hp.

The plug-in version, AWD only, has an output of 320 hp. That’s up from the current 302 hp.

The all-electric driving range is 50 miles, up from the current 42 miles.

The PHEV system in the XSE trim and the Woodland feature DC fast charging: from 10 to 80% in ~30 minutes.

Both hybrid systems include a 2.5-liter four-cylinder engine.

Some Platform Mates

The first-gen RAV4 in the U.S.—model year 1996—shared a platform with the Corolla.

This sixth-gen RAV4 has literally gone up in the world, as it is based on the TNGA-K platform, which also underpins vehicles including the Camry, Highlander, and Crown.

David Christ, group vp and general manager, Toyota Div., TMNA—a virtual one at the Cosm Dallas—introducing the 2026 RAV4. As you can see, they’ve sold a lot of the vehicles over the years. (Image: gsv)

Woven

Toyota has a company named Woven by Toyota.

Woven is undertaking some huge projects, like the creation of Woven City, a municipal testbed in Japan for things ranging from autonomous mobility to advanced logistics for goods and services.

No less notable but certainly on a smaller scale, Woven personnel have developed “Arene,” a software development program for vehicles. It facilitates things like advanced safety, connectivity and multimedia features. It allows Toyota and its suppliers to develop software that can be readily integrated into vehicles.

As the company describes it:

“Arene is built on the concept of kaizen, or continuous improvement. Rather than traditional linear development, the Arene platform is designed to make use of the latest iterative development methodologies. And Arene’s vehicle data capabilities allow these improvements to continue after-market based on in-market insights, extending the value of the vehicle.”

So it is not one-and-done.

There is the wherewithal for additions.

The 2026 RAV4 is the first vehicle deploying Arene.

A Thought

Now there will be a set of RAV4s for varying tastes: straightforward, utile and sporty.

One could argue that the Ford Escape sales numbers in 2024 were as low as they were because some customers opted for the Ford Bronco Sport, which is based on the Escape platform. That would add 124,701 units to the 146,859, which is a solid 271,560, but still far south of the 475,193 of the RAV4. . .and now there is something like the RAV4 Woodland.

And what other company is offering—in the mainstream market—a sporty crossover like the GR SPORT?

Although there are certainly externalities—like the tariffs—that could completely distort things, but odds are that the RAV4 is going to stay at the top of shopping lists in U.S. households with this sixth generation.

Toyota’s Templin Talks Tariffs

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The long and short of it is this: affordability is challenging without the tariffs, so for consumers (and companies) they’re not going to be advantageous. . .

By Gary S. Vasilash

“First, let’s start with the ‘T’ word,” Mark Templin, executive vice president and chief operating officer, Toyota Motor North America (TMNA), began in a presentation to a couple hundred journalists at TMNA headquarters in Plano, Texas, today.

“No, not Toyota. I’m talking tariffs.”

And Templin began a measured explanation as to why tariffs are not going to be good for Toyota and other OEMs and will certainly not be good for the consumer.

“A 25% tariff on all imported vehicles is not sustainable longer term without significant price increases,” Templin said, adding, “And the industry already has an affordability problem.”

Affordability?

According to Kelley Blue Book, the new vehicle average transaction price in April was $48,699.

Were that 25% added to the average transaction price, that number would grow to $60,874.

Average.

Is anyone going to be getting a 25% raise anytime soon?

The Whole & the Parts

In addition to which, there are, Templin pointed out, tariffs on imported auto parts.

“It’s important to understand,” he said, “that supply chains are global, they’re complex, and they’re very fragile. Many of the suppliers”—which make things like parts that are used in shops and garages for purposes of repair—“are not capitalized for an abrupt tariff.”

Bottom line: the tariffs “will make servicing and repairing vehicles more expensive for customers.”

So for those who realize they’re not going to be able to afford a new vehicle and so will hold on to their existing one will discover that taking Old Reliable into the shop isn’t going to be an inexpensive operation.

Auto Is Really Important to the Economy

Templin pointed out that the auto industry added more than $1.2-trillion to the U.S. economy last year, nearly 5% of GDP.

Not only does the industry directly employ 10.1 million people in the U.S., there is a multiplier effect whereby each auto job creates nine more jobs.

Hobbling the industry with tariffs is probably not a good economic decision.

Templin pointed out that Toyota has 14 plants in North America, 11 of which are in the U.S.

“Nearly 80% of what we sell in the U.S. is built in North America, and over half is built here in the U.S.”

So, some might think, why not simply move more production into the U.S. and thereby avoid the tariffs?

Toyota Motor Manufacturing Kentucky—better known as the “Georgetown Plant”—has been in operation since May 1988. Since then they’ve produced more than 14 million vehicles. Last year alone the people at the plant manufactured 435,631 vehicles and 714,400 engines. The Camry, which was the best-selling sedan in the U.S. last year for 23 straight years running, is built at Georgetown. So far Toyota has invested more than $11-billion in the facility. Yes, they know more than a little something about domestic manufacturing. (Image: Toyota)

It Takes More Than a Moment

“Contrary to what some may think,” Templin said, “the auto industry has long product life cycles, and we can’t simply move production facilities overnight.”

And if a world-class manufacturer like Toyota can’t do it quickly, odds are those that are less adept are going to take a whole lot longer—assuming any companies are going to go down that road.

“Right now,” Templin said, “we are in a wait-and-see mode.”

Toyota execs are working to provide as much stability as they can for employees, dealers and suppliers.

“Our message to all of them continues to be: ‘Stay calm and stay focused on the customer.”

“At Toyota, we make decisions based on consumer and market needs rather than the policy direction of the moment. So our thinking is long-term,” Templin said.

The company has invested some $50 billion in the U.S. over the past 68 years. Yes, they think long-term about their operations here. Of that there can be no doubt.

Templin said that he’s met with policy makers in Washington and that he believes they understand the importance of the auto industry to the U.S. economy and the consequences of tariffs.

Let’s hope he’s right.

The 2026 HUMMER EV Gets a New Feature

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And it’s shared with those already on the road. . . .

By Gary S. Vasilash

The GMC HUMMER EV—both SUV and pickup—may be big, but the vehicle is not a big seller.

In Q1 2025 there were 3,479 delivered.

While that number is comparatively low—the company delivered 6,794 Corvettes, another vehicle with a non-trivial MSRP—another way of looking at HUMMER EV sales that appear better is to compare it with the number of Silverado EV and Sierra EV models delivered during the same period of time: 2,383 and 1,249, respectively.

So the behemoth is doing OK by that measure of electric vehicle sales.

Today GMC announced the 2026 HUMMER EV.

The biggest new feature is something called “King Crab.”

This mode allows the rear wheels to turn faster—“significantly faster,” according to the company—than the front wheels.

This is said to improve maneuverability “when navigating tight spaces off-road, moving around obstacles or rock crawling.”

The 2026 HUMMER EV Carbon Fiber Edition SUV. (Image: GMC)

Given that the vehicle is 216.8 inches long and 86.7 inches wide (not including mirrors), or 18.07 feet long and 7.23 feet wide, enhanced maneuverability over the vehicle’s previous four-wheel steer capability is undoubtedly useful.

One interesting thing about King Crab: GMC is making it available to all HUMMER EV owners as an over-the-air update.

That is certainly a nice touch.

And another impressive set of stats: the HUMMER EV 3X Pickup produces 1,160 hp and 13,000 ft-lb of torque.

That’s like something out of a Marvel movie.

Survey Reveals OEMs’ Anticipation of EV Market Penetration

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Well, optimism is always a good thing to have. . .

By Gary S. Vasilash

The Kerrigan Advisors 2025 OEM survey—which was conducted from December 2024 to March 2025, so it is pre-tariff—indicate that OEM execs are still bullish on the prospects for electric vehicles in the U.S. market.

Asked what their expectation is for EV market share by 2025—presumably that would be “by the end of 2025”—the largest cohort, 46%, answered 10% to 20%. While that bandwidth may have included a lot of 10%s and 11%, it still shows a certain sense of bullishness among these execs.

The second largest cohort, 40%, answered 7% to 10%.

So either way, there is a solid number of execs who see things growing, which is reasonable given the amount of new EVs that are being rolled out.

(The remaining 14% of respondents: 8% say 21% to 30% market share, 2% 31 to 40%, 3% 41% to 50%, and 1% greater than 50%. It would be interesting to know who that 1% is.)

That said, they are willing to admit that the EV transition isn’t happening as quickly as anticipated.

80% say that it is going slower than planned. 10% say faster than planned and 9% as planned.

Still, there is an evident stick-to-it-ness among the OEMs.

One question that might seem ominous—remember that in 2024 Elon Musk said that if Chinese EVs come into the U.S. market they would “pretty much demolish” U.S. OEMs—has it that 76% of OEMs “think Chinese OEMs will eventually enter the U.S. market.”

While “eventually” is possibly a long time, perhaps that recognition that it may happen will allow the U.S. OEMs to make the necessary countermeasures.

Advanced Automotive Manufacturing—in Georgia

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The Hyundai Metaplant America is the kind of manufacturing facility that other OEM manufacturing execs probably dream about. . .

By Gary S. Vasilash

I have seen the future of automotive manufacturing and it is in Savannah, Georgia. More specifically, it is in Ellabell, GA, but it is proximate (20 miles) to the more well-known locale.

The Hyundai Motor Group Metaplant America (HMGMA), which had its grand opening in late March, has been building Hyundai EVs since early October 2024. The first product is the IONIQ 5. It has since added the IONIQ 9.

The complex consists of 11 buildings with 7.5-million square feet under roof.

Hyundai has invested $12.6 billion in HMGMA as well as two battery joint ventures, one with LG Energy Solution and one with SK On.

The initial announced capacity was 300,000 vehicles per year.

Even before the launch is fully ramped the company announced it is going to increase capacity to 500,000 units.

HMGMA will not only be producing EVs for Hyundai, but products for sibling brands Genesis and Kia. And in addition to EVs, the plant will manufacture hybrid vehicles.

Shiny & Bright

To be sure there is something to be said for a new plant the way there is for a new car. Everything is bright and clean.

But HMGMA is exceptionally bright and clean—there are even skylights in the vaulted roof of the General Assembly building.

The epoxied floors shine with nary a smudge.

There are AGVs and robots throughout the HMGMA complex. (Images: Vasilash)

Advanced Manufacturing Tech

Hyundai operates the Hyundai Motor Group Innovation Center Singapore, where the company is developing smart manufacturing systems as well as producing vehicles with the hardware and software developed there (it has an annual capacity of 30,000 EVs).

The Singapore site is the testbed for the tech that is deployed in HMGMA.

While there is a significant number of robots working in the Weld shop—475—what is more impressive is the number of automated guided vehicles (AGVs) of various types, sizes and configurations that are autonomously running throughout the plant. These units are doing tasks ranging from parts delivery to actually lifting the finished vehicles at the end of the line and positioning them for subsequent inspection and tests.

The people working on the line—called “Meta Pros”—are not only walking on wood surfaces to make it easier on the legs during a shift, but tasks that might otherwise have them climb into a vehicle-in-process—such as installing a center console—are automated so as to relieve them of what might be ergonomically awkward conditions.

Hyundai owns Boston Dynamics, the producer of Spot, the four-legged robot shown here, performing an inspection task.

Investing Even More

Hyundai has announced that between 2025 and 2028 it will be investing $21 billion in the U.S. Part of that funding—as in $9 billion—will be to increase the total production capacity it has to 1.2 million vehicles. (It also has a plant in Montgomery, Alabama, Hyundai Motor Manufacturing Alabama, which builds the Santa Fe, Tucson, Santa Cruz, and Genesis GV70.)

When HMGMA is fully staffed there will be approximately 8,500 people working there.

The average salary for a Meta Pro is $58,105, not including benefits. Other workers in Bryan County, where the plant is sited, have an average wage of $47,000.

A good job in a modern facility for a good salary. That’s what bringing manufacturing to the U.S. is really about.

2025 Volvo EX30 Twin Motor Performance

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(Images: Volvo)

Small but pricey. And probably more so soon.

By Gary S. Vasilash

The Volvo EX30, a small electric SUV, had been a strong contender for an award in the 2024 North American Car, Truck and Utility of the Year (NACTOY) awards.

But the company had to pull it from contention due to it not having vehicles in the U.S. market by the end of 2023. Logistical issues. The vehicle was being built in Zhangjiakou, China. The company added capacity by also building them in Ghent, Belgium. Know that it is a global vehicle so plenty of markets are interested in the EX30. In 2023 in the U.K., for example, it won the Sun Car of the Year Award and the Sunday Times Small SUV/Crossover of the Year. Evidently there were more of them in the U.K. than there were in the U.S.

When the car was introduced to the media in late July 2023 in New York City, the company touted that this was a vehicle that was engineered with the environment and sustainability in mind, as they used a variety of materials especially on the interior that began their existence as other things before being reprocessed to Volvo trim. (E.g., the seat cushions and lower backrests are covered in Nordico, a material made, in part, from pine oil. The seat uppers and door inserts are covered with a knitted material than is derived from PET bottles.)

Things Change

The initial plan had it that the starting MSRP for a single-motor EX30 would start at $34,950.

But things—including the aforementioned logistics—changed and the EX30 is available in the U.S. only in a dual-motor setup (which provides a maximum 422 hp).

Consequently, the starting price has gone up. It is $46,195.

Not a trivial difference, but again, the vehicle has more oomph than the original entry and it is an all-wheel-drive vehicle.

Not Long

The EX30 has a 69-kWh battery that provides an estimated range of 253 miles. Not great, but then you have to look at that 422 hp.

Also, EVs are heavy. The EX30 has a curb weight of 4,151 pounds. That may not be particularly telling in itself so know that a 2025 AWD Toyota RAV4 with a gasoline engine weighs 3,490 pounds. That’s a 16% difference.

Quite Minimal

One of the things that the EX30 is is minimalist.

There are very few conventional interfaces on the interior. Things like is a nice metallic door handle for opening. Tabs for adjusting the HVAC louvers. A wiper stalk. A gear shift stalk. And switches for window operation.

But pretty much everything—including opening the glove compartment—is done via the 12.3-inch center display. Or with capacitive buttons on the steering wheel.

And “everything” includes encompassing what a driver would typically find on the other side of the steering wheel: a gauge cluster.

If you want to know how fast you are driving you have to look to the right. Which strikes me as being ergonomically inappropriate, especially for a company that has long been synonymous with “safety.”

Maybe researchers in Gothenburg determined that it is no problem, but this driver in Detroit found it to be troublesome.

Brighter Not Always Better

Another issue I encountered was a result of the panoramic—as in the size of essentially the entire roof—sunroof. The glass panel may have been treated to deal with sun load and radiation, but I found it to let in far more light than I would like. Quibble, quibble.

It does have all manner of sensor-based tech—from pedestrian and cyclist steering avoidance to adaptive cruise control, from a blind-spot information system to a door opening.

The exterior look is clean and contemporary. There is 31.9 cubic feet of cargo capacity, which is suitable for a vehicle of this type and size (166.7 inches long; 72.4 inches wide; 61.2 inches high; 104.3 wheelbase).

But here’s a thing: the issue of tariffs have to loom large regarding this vehicle. The one Driven here was built in China. . .and while keeping track of what’s what on the tariff front, one thing is for certain: when it comes to China they’re not going away.

2025 Hyundai Elantra Hybrid Limited

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This is an impressive package, especially for those who like to not frequent gas stations

By Gary S. Vasilash

The current-generation Hyundai Elantra, the seventh, is not what one might think of when pondering the sedan.

That is, you might think “Compact car,” with the bigger Sonata being “midsize car.”

But it turns out the Elantra, which measures:

  • Length:                            185.4
  • Width:                              71.9
  • Height:                            55.7
  • Wheelbase:                  107.1

is actually in the EPA “Midsize” segment. (And, yes, Sonata “Full-size.”)

The Elantra is a sizeable sedan (comparatively speaking, of course) and there’s plenty of interior room—as in 99.4 cubic feet in the passenger compartment—as well as adequate cargo-carrying capacity—14.2 cubic feet.

2025 Elantra Hybrid: stylish and with ~500 miles on a tank of gas, it is quite a compelling package (Image: Hyundai)

The exterior sheet metal has an array of creases and facets that make the car continue to have a distinctive appearance, even though model year 2021 is when the body styling first appeared on the car. Making something look fresh for that many years is no mean feat.

The interior has a clean look. Meaning that it is not overwrought. There are a 10.25-inch digital gauge cluster and a 10.25-inch infotainment screen. It is hard to imagine anyone needing any more digital real estate than that in a car. There are actual buttons to control the HVAC. There is a Drive Mode button that allows the selection of Eco, Smart or Sport; when making a selection the colors on the gauge cluster change (e.g., go Sport and there’s, of course, red).

The seats, covered with a simulated leather (H-Tex), are comfortable. The rear seats can accommodate adults, but odds are if you’re taking some colleagues, say, out to lunch, they’re going to be calling “Shotgun.”

One of my quibbles is the drive mode defaults to Eco. I would have liked it to stay in Smart because that adjusts the throttle and the transmission based on driving conditions.

“Sport?” you wonder.

Yes, there is a discernable difference in performance when making that selection.

But we’re talking about a hybrid here. It has a 1.6-liter Atkinson Cycle engine that produces 104 hp and 109 lb-ft of torque; with the 32-kW electric motor supplement the output is increased to 139 hp and 195 lb-ft. The Elantra Hybrid has a six-speed dual-clutch transmission (a transmission type that is becoming increasingly rare).

The point is, this is about fuel efficiency, not leaving the other vehicles behind when the light turns green.

And on the subject of fuel economy, the sticker says 49 mpg city, 52 mpg highway, and 50 mpg combined. I found my driving experience to be closer to the 49 mpg overall than the 50, though I did switch drive modes every now and then—yes, including Sport, which was handy in freeway driving.

The MSRP for the this top-trim hybrid is $29,450, It is quite an impressive package for the price for at least a couple of reasons.

First, there is the fuel efficiency that the hybrid provides. Consider that with its 11-gallon fuel tank it is good for about 500 miles before having to go to the local Shell station.

Second there’s the MSRP. For a not-very-large car payment, with the Elentra Hybrid you can get a lot of car. What’s not to like about that?