Author: Scott Sturgis

2026 Toyota GR86 Premium: As fun as it looks?

Price: $38,809 as tested. Black dual exhaust added $1,700; Performance Package, $1,500; fancy paint, $475; floor mats, $299.

What others are saying: “Highs: Genuinely rewarding to drive, one of the last manuals available, remarkably affordable. Lows: Noisy cabin on the interstate, we dare you to sit in the back, unexciting exhaust note,” says Car and Driver.

What Toyota is saying: “Level up your drive.”

Reality: Even funner, ‘til you get on the highway.

What’s new: The GR86 gets a new Yuzu Edition for 2026, with yellow paint and black seats. Otherwise it’s pretty much as before, since its redesign in 2022.

It’s a twin to the Subaru BRZ.

Competition: In addition to the Subaru, there are the BMW 2 Series, Honda Civic Si, Mazda Miata, Mini Cooper, and Volkswagen GTI.

Up to speed: The 2.4-liter four-cylinder engine makes 228 horsepower and gets the little sports car to 60 mph in 5.4 seconds, says Car and Driver, and I believe it. I’d think it’s a little faster, but we’ll stick with the facts.

It’s truly a sporty car to drive. It’s fine for passing on Interstate highways and such but it’s really at home on the back roads, racing up hills and back down again.

Shifty: You can get a GR86 with a stick, but Mr. Driver’s Seat didn’t. The six-speed automatic transmission is a nice facsimile, with Park up in the right corner so it looks like it COULD be a stick. I actually spent a couple seconds looking for a clutch until I realized there wasn’t one.

The shifter then snakes through Reverse and Neutral to get to Drive, another bit of stick-shift cosplay.

The manual setting works nicely, and really makes the little car even that much more fun. Use the lever to augment the engine’s power for any country road antics and you’ll feel nicely rewarded.

On the road: Did someone say fun? The rear-drive GR86 has plenty of it, snaking through turns and sliding around corners even at fairly low speeds, so you can feel like it’s a blast even when not going much beyond 40 or 45 mph — although faster is funner.

Less fun is the time spent on the highway; I found myself getting a bit of a headache during half-hour trips on Route 202 between King of Prussia and West Chester.

Off the road, the GR86 is great companion for tight parking lots, thanks to a turning radius of 35 feet and change.

Driver’s seat: The cloth seats offer great support and are comfortable enough. They feel firm and a little crowded, so some people might not appreciate the big wings. The Lovely Mrs. Passenger Seat found them as nice as I did.

The manual controls adjust height, fore-aft, and backrest simply.

The gauges and steering wheel controls are old-fashioned, looking like last-gen Lexus dials, but I call old-fashioned a good thing these days.

Friends and stuff: There’s a rear seat but it’s pretty cruel. Guests would have been harmed in the making of this review.

I finally build up the nerve to try it out on Day 6. The ceiling is so low that I had to cant my head to the side. Foot room and legroom look impossible, but I could actually get my legs in there by setting the front seat a few notches up from normal. But when I did that and tried out the front, my legs were more cramped than on a Frontier flight.

I would say only put kids in the back. Or maybe kid, singular.

Cargo space is 6.26 cubic feet. (I didn’t round it because you’ll need every .01 cube.) The seat folds (all in one complicated-to-open piece) to create more luggage space.

In and out: In and ouch. It’s way down there and requires a bit of undignified squatting, twisting, ducking, and scooching.

Play some tunes: Sad. Tinny. Sound gets a C grade, probably one of the lowest I’ve ever assigned.

Last-gen controls. You definitely won’t be distracted playing around with the touchscreen, though there is one, because it’s 2026 and I think it’s law now or something.

Keeping warm and cool: The heater controls feature dials for temperature and fan speed and buttons inside the dials for blower choice. It’s such a small car that it runs hot; the seat heaters offer nice support when it’s not too cold out, but the switches are awkwardly built into the armrest.

Fuel economy: I averaged about 26 mpg in spirited drives around Chester County’s old country roads every chance I could get. I would actually park and wait for certain roads to clear and then go make the most of the exhaust note. I guess the dual exhausts are worth $1,700.

Where it’s built: Ota, Gunma, Japan

How it’s built: Consumer Reports predicts the GR86 reliability is a 4 out of 5.

In the end: Definitely lots of joy to be had here, and I could get behind buying a GR86. But with the Mini Cooper and Volkswagen GTI, you get fun and some practicality as well, plus the delight doesn’t diminish at highway speeds.

2026 BMW iX xDrive45 vs. 2026 Cadillac Vistiq Platinum: A lot for a lot?

This week: 2026 Cadillac Vistiq

Price: $99,915 as tested. Red paint was the only upgrade.

What others are saying: “Highs: Cabin teeming with luxury details, smooth ride, nimbler than its size suggests. Lows: Uncommunicative steering, pricey top trims, shoddy main display control dial,” says Car and Driver.

What Cadillac is saying: “Luxury for your life.”

Reality: I guess if I had $100K I could pay someone to lie on the front seat trying to find the features I need.

What’s new: The whole thing. Here’s a three-row Cadillac SUV powered by the plug.

Competition: In addition to the iX, there are the Genesis Electrified GV70, Lexus RZ, Mercedes-Benz EQE, Tesla Model X, and Volvo EX90.

Up to speed: The Vistiq is in the class of premium EVs that really roars ahead when you press the accelerator.

The dual-motor SUV creates 615 horsepower, and gets to 60 mph in 3.6 seconds, according to Car and Driver.

You will have no issues pulling into traffic or passing in this SUV.

You’ll also save a lot over the iX, which requires an upgrade to match that acceleration. The price-matched iX took a full second more to get to 60.

Shiftless: The shift lever is on the steering column, where General Motors is putting most of them these days. Pull and lift to back up and pull and lower to move ahead.

On the road: The all-wheel-drive Vistiq handles quite well for a large SUV. It’s wide and it took me a minute to get used to that, but once I did, I could tell where the vehicle was in the lane, or in the parking space — which I find is often the hardest piece to figure out.

The vehicle modes are handled through the touchscreen; swipe to the right, choose drive modes, and pick what you like. Sport mode is best for performance, and Snow and Ice did a nice job during a heavy snowstorm and subsequent frigid days.

One big complaint — if you’re not going to put the controls on an easily grabbed dial, have them keep the previous setting, rather than default to Touring (which I never wanted). So many times I was tooling along on questionable road surfaces and then realized, “Dang! I’m not in snow mode.”

Driver’s Seat: The command center is comfortable and Cadillacky. The seats are a little on the firm side, and I can’t say I spent enough time to see how long trips go, but they weren’t bad. (Some seats can be so firm as to make me angry in an instant.)

Friends and stuff: Sadly, the seats offer noticeably diminishing returns as you head farther back. The middle row is smallish and awkward and feels like some minivan seats from 1998. The rear row offers scant legroom, although there is some room for feet under the seats and good headroom. But the vehicle is kind of short for three rows, especially for a Cadillac.

Cargo space is 15.2 cubic feet in the back, 43 with the third row folded, and 80.2 cubic feet with both rows folded.

Play some tunes: Cadillac wants to dazzle with its 33-inch screen, but it appears the company has become hyperfocused on it, to the detriment of other features.

It took a couple searches and finally lying on the Driver’s Seat and peering into the recesses behind the console to find the USB-C outlets. I know I should be cool and get a phone I can lay on a charger, but why put these in here at all? This just seems snotty. Like they’re saying, “Haha, loser! Get a real phone!”

The connection ports never seemed to want to turn on the music system, either. Bluetooth is usually fine, except that the connection just randomly cut out on about half my trips. The only way to restore it was to shut down the Vistiq and restart it.

Sound from the 23-speaker AKG system with Dolby is less than you’d expect, about an A-.

General Motors would have done well to keep Apple CarPlay access. There’s no dedicated map program, just Google Maps and Waze, and neither looks as refined as a Cadillac screen should.

There’s a dial control with buttons as well, but the system is so bare-bones that I don’t see how that would help.

Night shift: The first time I drove the Vistiq I had to keep the maps turned off. Both programs feature bright white backgrounds, and they did not automatically adjust for the darkness outside and prevented me from seeing the road.

After another few minutes spent on my stomach trying to find controls, I noticed the old-fashioned light dimmer roller switch to the left of the steering wheel. That dimmed the whole dashboard, but not so badly that I couldn’t see. Still, you’d think this would adjust without me having to do anything, like it does in the Lovely Mrs. Passenger Seat’s Kia Soul, for about one-fourth the price.

Keeping warm and cool: HVAC controls get a separate touchscreen. They’re pretty but a little fussy and hard to adjust at a glance.

Range: The Vistiq advertises a 300-mile range, a match for most of the iX models available. It charges up to 80 miles in 20 minutes, which is no match for some of the best out there (Genesis, Hyundai, and Kia.)

Where it’s built: Spring Hill, Tenn. 43% of parts come from the U.S. and Canada; 18% from China; and 17% South Korea.

How it’s built: Consumer Reports predicts the Vistiq reliability to be a 2 out of 5.

In the end: It feels like Cadillac is giving up. No snazzy map program — when they used to have one of the most attractive options. No CarPlay. No drive mode switch, just use the touchscreen, which has a home screen that looks nice in photos but in person screams Windows 95. Critical items hidden like Easter eggs in a Jeep. It’s a shame, because there’s a nice vehicle here.

The iX is far from perfect, but I’d pick it over this. But among all the competitors, it’s GV70 all the way, even despite 10% less range.

2026 BMW iX xDrive45 vs. 2026 Cadillac Vistiq: A lot for a lot?

This week: BMW iX

Price: $96,275 as tested. M Sport Package added $4,500 for a lot of M’s (on the steering wheel, among exterior and interior elements); Executive Package, $3,250 for soft-close doors and more; Driving assistant professional, $2,550. And there’s more, mentioned below.

What others are saying: “Highs: Tranquil cruising, competitive driving range, deluxe cabin. Lows: Busy exterior styling is polarizing, low rear seating position,” says Car and Driver.

Consumer Reports gushed: “We were thoroughly impressed with BMW’s all-electric iX, which is speedy, ultraquiet, and delivers a cushy ride. Even with its complicated controls, the iX earned one of the highest road test scores ever.”

What BMW is saying: “The new age of iX.”

Reality: And this $100,000 model is the low-budget iX.

What’s new: The iX electric SUV is new and improved for model year 2026, BMW says, with a redesigned exterior, cutting-edge technology, and versatility.

Competition: In addition to the Vistiq, there are the Genesis Electrified GV70, Lexus RZ, Mercedes-Benz EQE, Tesla Model X, and Volvo EX90.

Up to speed: Car and Driver reports the iX xDrive45 gets to 60 mph in 4.6 seconds. An M70 version takes just 3.6. It’s still quite fast, but there are other reasons to upgrade. Read on.

Shiftless: A small toggle gets you into Reverse or Drive; there’s a button for Park.

On the road: The iX handles nicely like a good all-wheel-drive EV should. It’s not stellar but it’s smooth and fun. It was actually a little rough on highways.

Vehicle modes are accessed via a touch pad on the console, which gives you a touchscreen full of choices to take your mind and eyes off the road. When you press Sport then there’s an activation dialogue to capture your attention. Who cares about the car that stopped in front of you, the cyclist, the deer, the kid chasing the ball, when there’s all this touchscreen to look at.

Driver’s Seat: Here’s another of the iX’s mysteries. The seat is nicely appointed and most comfortable (and on the roomy side), but I was stuck with a lumbar bump that I couldn’t get rid of. The controls are on the door a la old Hyundais but there’s there nothing for lumbar. The touchscreen wasn’t offering any clues either.

The seats do offer massage, and that function helped take my mind off the lumbar issues — and convinced me there has to be a control for it … somewhere.

All this for the bargain price of $3,500, for the leather seats.

Steady speed: The steering wheel controls allow for changing from adaptive cruise to a more intrusive driving assist mode.

All I wanted to do was simply figure out how to set the distance to the next car. It flashed on the screen when I set the system up and then disappeared forever. Because it was set to the farthest distance, cruise control became useless on Philly-region roads, because everyone here will just cut right in front of you. Mr. Driver’s Seat included.

Friends and stuff: The rear seat is comfortable and luxurious, although the backrest is a little recline-y for me. There’s ample room for three people across and for everyone’s legs.

Cargo space is 35.5 cubic feet behind the rear seat and 77.9 with the seat folded.

In and out: The iX is at a nice height so anyone who doesn’t like climbing or bending will be pleased.

Play some tunes: The Harman Kardon stereo system produces among the best sound I’ve heard in a long time. Notes and chords that are buried by normal speakers are allowed to sparkle as intended; this is an A+.

The system is all in the touchscreen or through BMW’s dial and buttons on the console. A volume roller knob on the console just monkeys things up; it’s fairly smooth to the touch and hard to roll. The latter controls remain a favorite and bring this system a step above many other modern BMW offerings (I’m glaring at you, 228).

Keeping warm and cool: Temperature settings are available on the main touchscreen. A small fan icon on the touchscreen opens the larger menu, and I confess for the first couple days I found that HVAC system annoying — it would blow too hard on auto, even on the lowest setting — and then occasionally boil us. In manual mode I had to run the fan at four out of five to get any coolness.

Range: The iX xDrive45 has a range of 312 miles, according to BMW. That jumps to 340 miles in the mid-range xDrive60, and drops back to 302 in the high-performance M70.

Where it’s built: Dingolfing, Germany

How it’s built: Consumer Reports gives the iX a 3 out of 5 for reliability.

Next week: Step into the Cadillac Vistiq.

2026 Lexus NX 350 F Sport: So much potential.

Price: $58,010 as tested.

What others are saying: “Highs: Compliant ride, upscale furnishings, impressive list of standard tech and safety features. Lows: A bit pokey for the segment, F Sport deserves to be sportier,” says Car and Driver.

What Lexus is saying: “The stylish Lexus luxury crossover.”

Reality: Not just stylish, but quick, fun, and supple. But don’t change songs or set the cruise.

What’s new: The midsize SUV from Lexus now features all-wheel-drive standard. It was last redesigned in 2022.

Competition: Acura RDX, Alfa Romeo Stelvio, Audi Q5, BMW X3, Cadillac XT5, Genesis GV70, Infiniti QX50, Mercedes-Benz GLC, Volvo XC60.

Up to speed: The F Sport adds a lot of oomph to the NX package. The 2.4-liter four-cylinder engine is turbocharged and creates 275 horsepower.

It roars to 60 mph in 6.6 seconds, according to Car and Driver. That’s actually a little slower than competitors, but it still feels quick. When left to its own devices, the NX 350 F Sport just seems to aim for 70 to 75 mph.

Shifty: The 8-speed automatic does its thing well, so you don’t have to. You can, though; the Prius shifter pattern (up-left for Reverse, down-left for Drive) adds a straight-down pull for Manual mode, and then the paddles take over. Toggle to your heart’s content.

On the road: All-wheel drive and the adaptive suspension combine to make the curves even more fun; the test model rolled through turns and even around corners like a much smaller vehicle. Sport and Sport+ modes are ideal; it can feel a little sluggish in the other modes.

Driver’s Seat: The NuLuxe seats are delightful, agree Mr. Driver’s Seat and the lovely Mrs. Passenger Seat. They hug, they cuddle, they make you happy like a good Lexus should. (The seats, not the happy couple. Or at least we don’t cuddle you.)

A favorites button on the infotainment screen should help get where you want to go.

If only all the controls were this simple. Read on.

Friends and stuff: People in the corners will be moderately happy, with comfortable seats and plenty of room to stretch out. The center seat is perched and the floor has a hump, so you need the person with the most balance sitting there. But only bring along forgiving friends because they’re going to get mad if they feel the front seats at some point.

Cargo space is 22.7 cubic feet in the back and 46.9 with the seat folded.

In and out: It’s not too big a leg lift to get into the NX.

Play some tunes: Oh, for crying out loud, there has to be someone at Lexus who gets as annoyed at the steering wheel buttons as I do. Every time I want to skip a song or replay a song, I’m left to wonder, “Will it take two stabs? One stab? Several stabs?” It always a mystery, while the hover function waits to recognize my thumbs hovering as intended. Do you really want this? Do other drivers on the road want you to have this?

And that’s not to mention when I want to move several songs forward or back. We’d been having such a good time up till now, but it’s ruined. Just when that dastardly touch pad is gone, too. (Yes, I know it’s been seven years, but it left a mark.)

Sound from the Mark Levinson Premium Audio ($1,020) system is good, probably an A-. Not super clear but pretty close. A volume knob is too small and fussy to be helpful. The touchscreen is large at 14 inches (part of a $2,865 F Sport package) and easy to operate. But those darn steering wheel buttons.

Steady speed: On the other side of the steering wheel, the cruise-control buttons add to the sadness. More confusion, and in this instance it would be impossible to pull over to set it.

Keeping warm and cool: Weird tire-shaped Lexus dials control the temperature, and then the ebony touch pad allows you to heat and cool the seats and adjust the fan or source. But there are all sorts of automatic control adjustments that get way too intricate for someone driving it around for a week, or, more important, trying to adjust things while driving.

Fuel economy: The test vehicle averaged 21.2 miles per gallon and didn’t budge at all while testing.

Where it’s built: Cambridge, Ontario.

How it’s built: Consumer Reports predicts the NX reliability to be a 4 out of 5.

In the end: The NX is a nice vehicle, if you can live with the controls. I don’t think I could.

Among competitors, if I wanted to throw caution to the wind, I’d go for the Stelvio — it’s just so much fun to drive. The GV70 is also nice, especially in full EV form.

2026 Nissan Murano Platinum AWD vs. 2026 Volkswagen Atlas SEL Premium R-Line: Midsize SUV comparison

This week: Volkswagen Atlas

Price: $56,800 as tested

What others are saying: “Highs: Roomy interior with seating for seven, compliant ride, capable mid-size SUV tow rig. Lows: Leans too heavily on touch controls, interior quality falls short of rivals, lacks overall pizzazz,” says Car and Driver.

What Volkswagen is saying: “With three rows of seats, there’s room for all kinds of adventure.”

Reality: Kinda nice, but one overarching problem.

What’s new: The Atlas last received a major refresh in 2024, with a turbo and a new interior, and this version is all new to Mr. Driver’s Seat.

Competition: In addition to the Murano, there are the Chevrolet Blazer, Honda Passport, Jeep Grand Cherokee, Mazda CX-70, Subaru Outback, and Toyota Crown Signia.

Up to speed: The 2-liter turbocharged four-cylinder engine — whose description sounds suspiciously identical to the Murano’s — creates 269 horsepower, 29 more than the Nissan SUV. Still, despite those extra steeds, it moves the vehicle to 60 mph in about the same time as the Murano, 7.3 seconds, according to Car and Driver. No winner in this department.

Shifty: The shifter is an ugly stepbrother of the Audi toggle, with a flip forward for Reverse, a pull for Drive, and a button for Park. Having the emergency brake button just behind the shifter and the start button just in front of it makes exiting a breeze — press P, pull the brake, and press the button to turn off, all in a neat row, definitely an improvement over the Murano’s console confusion.

On the road: We had a chance to travel hundreds of miles in the Atlas, thanks to a belated holiday visit to Best Friend 1.0’s mom up north.

The Atlas made the trip through Pennsylvania’s Schuylkill valley a pleasant one. It handles highways smoothly and secondary roads with great ease.

On old winding country roads it’s good for a three-row SUV, and you can feel it going where you point it. Six choices among drive modes should satisfy everyone, but sport mode did the job for Mr. Driver’s Seat. Strong advantage Atlas.

Driver’s Seat: The seat is comfortable, with a real sporty feel, not as wide as the Murano’s but grippy and supportive, and the material doesn’t feel cheap at all.

Volkswagen hangs on to its traditional steering wheel buttons, which makes setting the gauge menu info easy.

Friends and stuff: The middle-row captain’s chairs ($695, the only option) in the model tested provided excellent legroom, headroom, and foot room. The seats themselves were not as comfortable as the front and felt a little on the small side. When reclining, both the back and bottom move, and I couldn’t get them set up comfortably. Definitely the Murano wins on comfort and style.

The rear row is nice for a three-row SUV, with plenty of space all around, even for knees, but the seat was smallish and lacked the quality feel so endearing just two rows away.

Cargo space is a cavernous 96.6 cubic feet with everything folded; 20.6 in the back; and 55.5 with the rear row folded.

In and out: Getting in and out for the rear row was less tricky than in most three-row SUVs, allowing passengers to easily maneuver between the seats to the back. The door also opened wide but not so wide that cars next door are in grave danger.

The vehicle height also is good for bad knees and hips.

Play some tunes: The 12-inch infotainment screen handles all the functions, except for a slider control along the frame that “handles” volume, the same way AI “handles” searches, with some hits but many misses.

Sound from the Harman Kardon premium system is good, about an A-, but nothing earth shaking. Still, better than the Murano.

Keeping warm and cool: The Atlas HVAC controls featured ebony sliders with red for warmer and blue for colder worked into the infotainment’s frame. Unfortunately there is no illumination there, so when you hop in at night for an initial journey, you have no idea what to do. And it doesn’t really get better with time.

Fortunately, a couple of temperature numbers on the infotainment display open the full HVAC option screen, as does a button in front of the console. But the icons are so fussy and small I actually considered several times whether it was worth the bother to try switching off the seat heater or change some other setting. This is distressing.

Fuel economy: The Atlas averaged 19 mpg in the long-term average, so it wasn’t just me stomping around.

Where it’s built: Chattanooga, Tenn. The Atlas is made up of 61% parts from the U.S. and Canada, and 28% from Mexico.

How it’s built: Consumer Reports predicts the Atlas reliability to be a 3 out of 5, tying the Murano.

In the end: The Atlas was definitely a nice drive, zooming competently around Pennsylvania and sounding kinda cool doing it. But that HVAC system really killed the experience.

The Outback was going to be my slam-dunk choice, but its controls have gone too far into the touchscreen as well; watch here for a review of the redesigned 2026 model.

2026 Nissan Murano Platinum AWD vs. Volkswagen Atlas SEL Premium R-Line: Midsize SUV comparison.

This week: Nissan Murano

Price: $53,950 as tested

What others are saying: “Highs: Comfortable front seats; short stopping distances. Lows: Rough-shifting transmission, uneven power delivery, stiff ride, unintuitive controls,” says Consumer Reports.

What Nissan is saying: “Energetic elegance.”

Reality: I promise I checked Consumer Reports after I wrote the column.

What’s new: I was excited to have a Murano in my lineup because after all these years of columnizing, I would finally get to review one.

(Googles “Scott Sturgis” “Inquirer” “Murano.”) Well, huh. I drove 2015 and 2018 models.

Memorable, evidently.

This is not the same Murano, naturally. A redesign for 2025 gives the awkward old two-row, midsize SUV an awkward new look, along with a new engine and transmission.

Competition: In addition to the Volkswagen Atlas, there are the Chevrolet Blazer, Honda Passport, Jeep Grand Cherokee, Mazda CX-70, Subaru Outback, and Toyota Crown Signia.

Shifty: Hooray! A Nissan without a CVT! The Murano came with a 9-speed automatic, so I should be this delighted. But read on.

Up to speed: Gone is the V-6 that powered the old model. The 2.0-liter turbocharged engine creates 241 horses, which is not a ton for this size of vehicle. It gets the vehicle to 60 mph in 7.2 seconds, according to Car and Driver.

But the acceleration story has many more chapters. When I first pulled out of my neighborhood, the Murano seemed to alternate between lag and lurch. “OK, it’s cold,” I thought, offering the benefit of the doubt even while it was probably 85 degrees outside. “I’ll give it some time.”

But the unsteadiness continued. Sometimes SUVs and minivans can have an awkward accelerator-foot interface, so I looked into that. But, no, it felt comfortable.

“Aha! Here’s a drive mode selector,” I cried. “I’ll try that.” When I shifted to sport mode, it got sporty all right — in the way that your eighth-grade gym teacher forced you to run laps around the gym at 8 a.m. until you felt like throwing up. It was even rougher than before, although the roughness came at you faster.

“All right, I never do this,” I sighed and shifted into eco. Surprisingly, the power didn’t completely die out. The Murano felt smooth. Sure, it took a lot of foot stomping to get the Murano on highways and such, but the SUV delivered power much better.

On the road: Mode, schmode, driving the Murano was never more than OK. Country roads are blah; highways are a faster blah. There are just so many more enjoyable competitors to get around in.

The lane-keeping system drove me nuts for a few days, and the menus to adjust it are inscrutable. Press one of two little dotted lines on the steering wheel to change them. The screen says “OK Menu,” and there’s a tiny OK button next to a microphone/button, and that seemed to function at somewhat regular intervals. I’d need practice to do it again.

Driver’s Seat: The seat itself is on the plush side, roomy and wide. Nissan has long offered classy interiors even down to the Sentra (sorry, Versa, not you). Silver buttons and trim with nice colored material add to the upscale feel.

But here’s a better place to complain about the transmission controls. Why did some designer think a row of buttons at the front of the console would be a great idea? My phone and other items forever covered them. Also, they’re just not intuitive, so when you’re in a tight spot and have to maneuver forward and back to get out, it requires far more concentration than it should.

Friends and stuff: The rear seat is roomy, comfortable, nicely appointed, and well positioned. Heads, legs, and feet have no shortage of space, even in the middle seat.

Cargo space is 32.9 cubic feet in the back, and 63.5 with the rear seat folded.

In and out: The Murano rides at a height perfect for entry and exit without leg stretches.

Play some tunes: A single large volume knob is available outside the touchscreen. The 12.3-inch screen sounds like a good size, but it’s very short and wide, and a row of icons along the side and HVAC display along the bottom eat into the space.

Sound from the Bose Premium system is OK, about a B+ or so, and leaves me wondering what the not-premium system sounds like.

Keeping warm and cool: Going one better (or worse) than the popular ebony touch pads, which Mr. Driver’s Seat doesn’t love, the Murano offers a cheap-looking black plastic controller pad with temperature, fan speed, and source, and it requires a forceful push to engage your choices.

While you’re fighting with that, a teeny tiny display at the bottom of the touchscreen shows the changes. Let’s all say it in unison: “Eyes on the road!”

Fuel economy: I couldn’t get the trip display to do more than show me how each individual trip went, and the car said the best fuel economy was 22.8 mpg. So, the rest were worse. Let’s call it 20.

Where it’s built: Smyrna, Tenn. Half the parts come from the U.S. and Canada, including the transmission. The engine hails from Japan.

How it’s built: The Murano gets a predicted reliability of 3 out of 5 from Consumer Reports.

In the end: Nissan has a comfortable, roomy, attractive (on the inside) SUV here. If they can tweak the engine and suspension and start over with infotainment and HVAC controls, this could be a winner.

Next week: 2026 Volkswagen Atlas

2026 Genesis GV80 Coupe 3.5T E-supercharger vs. 2026 Land Rover Defender 130 V-8 vs. 2026 Mercedes-Benz GLE 450 4Matic SUV: Off-roading in high style.

This week: Mercedes-Benz GLE 450 SUV

Price: $79,100 as tested.

What others are saying: “Highs: A powertrain for every need, well-appointed and spacious interior, legitimately capable; Lows: Rivals offer smoother rides and better handling, Benz charges extra for ubiquitous features.” — Car and Driver

What Mercedes is saying: “It’s innovative. Intelligent. And just a bit indulgent.”

Reality: Cushy, yet satisfying.

What’s new: The GLE 450 SUV carries on fairly unchanged since the 2024 model year, when it received tech updates and available hybrid power.

Competition: In addition to the GV80 Sport and the Defender, there are the BMW X5, Lexus RX, Lincoln Nautilus, and Toyota Land Cruiser.

Up to speed: The GLE 450 is powered by a 3-liter inline six-cylinder engine with a mild hybrid system. It creates 375 horsepower. It gets to 60 mph in 5.3 seconds, according to Car and Driver.

I never found the GLE lacked power, but it definitely seemed sedate. I used it in Sport mode, and nobody ever felt planted in their seats during test maneuvers. Strange how it was almost an exact match with the GV80’s 5.2-second time, but somehow the Genesis felt much more exuberant.

Shifty: Mercedes originated the latest incarnation of the column shifter, with a bump up for Reverse and down for Drive. Shifting of the 9-speed automatic transmission happens through steering wheel paddles.

On the road: The GLE handled about as I expected from a Mercedes — very smooth, almost to a fault. Pennsylvania’s ruttiest roads, including Route 202 around King of Prussia, could send the GLE into jumping fits, but the rest of the time the SUV felt serene, quiet, cushy.

Speaking of cushy, that’s where the GLE handling lives — don’t expect this SUV to perform feats of derring-do on country roads. But stay within its limits and life is pleasant.

At least when you’re in Sport mode. The vehicle defaults to Comfort mode, and that has a sway and bounce that takes cushy into nauseating.

Driver’s Seat: Ooo, aaah. Great leather coverings, not too firm, not too soft. The front seats are wide as well, perfect for large dinners at fancy restaurants.

Visibility up front could be a bit challenging. I raised the seat up quite high and still was unsatisfied with what I could see in the corners. But I did ace a couple head-first parking lot episodes, which normally I find can be rather difficult in SUVs, so maybe it’s better than I think.

The interior is fancy like a Mercedes should be, but the trim around the HVAC vents leaves something to be desired. They come in a contrasting color and look like I could pop them out with a small screwdriver, if I were so inclined. Why offer this?

Friends and stuff: The other couple you bring along to show off your Mercedes (practice saying it like Cary Grant in North by Northwest — “Laura’s Meh-seddies”) will definitely be impressed. The seat is awesome, and there’s so much room to spread out, you’ll feel like you’re being chauffeured.

A third row is optional.

Cargo space is 33.3 cubic feet in the back and 74.9 with the seat folded.

Towing capacity maxes out at 7,700 pounds, just 500 less than the Defender and more than 1,500 over the GV80.

In and out: The GLE 450 sits up a little high so entry and exit are not the easiest in the world, but it sure beats the Defender.

Play some tunes: Sound from the system is delightful, an A veering close to A+ territory.

My ratty old iPhone plugged in and just worked, a nice touch. I’m forever getting defaulted to Bluetooth in various vehicles and then I have to fight and do dances to get it to link. But this one worked every time.

The screen offers a simple CarPlay tab and another main tab. Console controls are also available, for those who are used to them.

Keeping warm and cool: A row of silver toggles underneath the infotainment system looks sharp and operates with ease. I could change the temperature and the fan speed without looking after a couple tries, as it should be.

Large vents provide plenty of airflow but never seemed to blast us.

Fuel economy: That mild hybrid is definitely mild, as the GLE averaged 18.5 mpg for me. Gulp, but still the winner among the three tested.

Where it’s built: Vance, Ala. Germany supplies 34% of the parts; Mexico 17%.

How it’s built: Consumer Reports predicts the GLE SUV reliability to be a 3 out of 5.

In the end: I felt a little bad about setting up this trio, as they do aim in different directions. But the Genesis fell short in so many areas that had nothing to do with its size — comfort and handling among them. The Land Rover really was quite nice, but their reliability reputation makes that a gamble.

Fortunately, the Mercedes was hands down the nicest among the three, slightly sippier, more comfortable, and nice to drive. And there’s enough money left over among the three to consider a hybrid model.

2026 Genesis GV80 Coupe 3.5T E-supercharger vs. 2026 Land Rover Defender 130 V-8 vs. 2026 Mercedes Benz GLE 450 4Matic SUV: Off-roading in high style.

This week: Genesis GV80 Coupe

Price: $87,780 as tested.

Conventional wisdom: Motor Trend likes the “gorgeous interior,” that it “retains rear headroom” and is “more luxurious than ever.” Reviewers panned that it’s “not actually sporty,” has a “confused personality” and “reduced cargo space.”

Marketer’s pitch: “The pinnacle of comfort.”

Reality: It has some high points, but comfort isn’t what I would market.

What’s new: The GV80 Coupe — essentially an SUV with some of the cargo capacity lopped off — joined the GV80 lineup for the 2025 model year. Some color changes and new trim levels have been added for 2026.

Competition: In addition to the Defender and the GLE 450, there are the BMW X5, Lexus RX, Lincoln Nautilus, and Toyota Land Cruiser.

Up to speed: Woohoo, that e-supercharger really works, dialing up the horsepower from the 3.5-liter turbo up to 409. Turn the dial to Sport+ and this baby gets off the ground; 0-60 takes 5.2 seconds, according to Car and Driver. It seemed faster.

Shifty: The eight-speed automatic transmission operates through the dial on the console — twist counterclockwise for Reverse or clockwise for Drive. It’s a nice setup that’s easy for back-and-forth motions when parking.

There’s no corresponding move for shift mode, though. Just use the paddles on the steering wheel and keep fighting the vehicle for control. I usually blinked first and just let it do the shifting for me.

On the road: The handling in the GV80 Coupe is almost as impressive as the acceleration. The sporty shaped SUV does nice on the slalom and has a lot of good road feel. The steering is nice as well.

The only drawback for me came on cornering. The GV80 had a lot of drift, and I had to slow down for the sharper movements.

Off the road: The GV80 gets a new terrain mode for 2026, with settings for snow, mud, and sand.

Driver’s Seat: The seat seemed quite hard, and the lumbar support seemed more like a kidney punch than a feature. I’m not sure I could live with this seat day to day. It really seemed as uncomfortable as the old Hyundai basic seats and not quite worthy of this fancy a vehicle, even covered in Nappa leather.

The fancy digital dashboard also leaves a bit to be desired. So many of the features are hidden by the steering wheel that it could be hard to know what was going on. The gauges are fine, though, and everything sure is attractive.

Friends and stuff: The rear seats offer nice amenities — power fold and lift, and power recline that provides quite a bit of choice.

Unfortunately, the low ceiling means headroom is less than plentiful — I still have a little space above my head but not much — and foot room is kind of snug.

Cargo space is 61.1 cubic feet with the rear seat folded and 29.3 when it’s upright, both numbers down about 15% from the regular GV80.

The GV80 Coupe can tow up to 6,000 pounds.

In and out: There’s a bit of a climb into the GV80, naturally, but you must have been expecting that.

Play some tunes: Sound from the system is delightful, an A+.

Operation uses either a dial or the touchscreen. A home screen shows all the possible places you can go and swiping to the right shows even more. It’s easy to use and to follow, even through the layers of nested elements.

Keeping warm and cool: Would that the HVAC were so easy to operate. It features simple dials for temperature but then the source, fan speed, and seat heater and ventilator icons are so tiny in their handsome little ebony touch pad, and it offers zero feedback. So there’s a lot of potential vehicle drift just to keep the air at the right temperature. I’ve been panning Hyundai for this left and right and will continue to do so.

There also seems to be a lot of thrust in the airflow, so it might not be everyone’s cup of tea. The Lovely Mrs. Passenger Seat was having none of it, lest her perfect hair get blown about.

Fuel economy: I averaged about 16 mpg, which is pretty pitiful.

Where it’s built: Ulsan, South Korea. The vehicle is made up of 85% Korean parts and 3% from the U.S. and Canada.

How it’s built: Consumer Reports predicts the GV80 reliability to be a 2 out of 5.

Next week: Land Rover Defender 130.