Because the world’s going electric, and the Corvette couldn’t sit on the sidelines sipping premium while Teslas chased Nürburgring lap times. The 2025 Chevrolet Corvette E-Ray isn’t just another nod to electrification; it’s a full-throttle rethink of America’s most iconic sports car. Hybridized and unapologetically loud, the E-Ray delivers 655 combined horsepower with an all-wheel-drive setup that’ll embarrass European exotics in snow and sprints.

Let’s be honest, Chevy didn’t build this to save the planet. They built it to humiliate Porsche on launch control. And they’ve mostly succeeded. The E-Ray fuses the familiar 6.2-liter LT2 V8 in the rear with a 160-horsepower electric motor up front. That duality gives it a neck-snapping 0–60 time of 2.5 seconds, faster than the Z06.

There’s no plug. The battery is self-charging. This hybrid is for people who still think hybrids are for accountants and Uber drivers. It’ll even let you creep through parking garages in stealth EV mode, like some sinister reptile.

How does it compare to rivals?

Put simply, the E-Ray is the only all-season supercar under $120,000 with actual street credibility. The McLaren Artura and Ferrari 296 GTB are plug-in hybrids too, but they cost more than most American homes and still wouldn’t dream of tackling a New England winter. The E-Ray laughs in slush with its standard all-wheel drive and Michelin Pilot Sport all-season tires.

It’s a three-headed beast, part track weapon, part daily driver, part science experiment. And unlike the Z06, the E-Ray isn’t a screamer. It’s tuned for Grand Touring manners. You get magnetic ride control, Brembo carbon-ceramic brakes, and an electric torque fill that covers for the occasional V8 laziness.

The real kicker? Its EV range is barely 3 to 5 miles. But Chevy knows you’re not here for range anxiety therapy. You’re here for bragging rights. And a Corvette that can rocket off the line with electric torque and snarl like a small-block thunder god ticks all the boxes.

Who is this for, and who should skip it?

This is your car if you want a 200-mph cruise missile that can handle icy roads, lazy commutes, and track days without needing a trailer. Think of it as the best family SUV for gearheads who refuse to drive anything with more than two doors.

It’s also for the enthusiast who wants the power of a Z06 but with less drama. Less screech, more grip. Less tail-out bravado, more engineering poise. The kind of person who might’ve considered a Porsche 911 Carrera 4 GTS but realized that was a bit…predictable.

Who should skip it? Hardcore purists who think a hybrid badge on a Corvette is sacrilege. They’ll wait for the last gas-only model or grumble into retirement. And if you’re hoping for EV tax credits or emissions karma, look elsewhere. This isn’t a green halo car; it’s a tactical strike on the performance establishment.

What’s the long-term significance?

The E-Ray isn’t just a one-off; it’s a signal. GM has finally learned how to wield electrification as a performance advantage rather than a compliance exercise. This is Chevrolet saying, “We can go electric, but we won’t go quietly.”

And while the 2025 E-Ray may not offer meaningful EV range, it lays the groundwork for future mid-engine hybrids, and possibly full electrics, that don’t compromise on Corvette DNA. It’s also the first Corvette with standard AWD, a move that expands the brand’s reach from sunny track days to snowy driveways.

Starting at $106,595, it’s also a bit of a bargain when compared to its European peers. No, it’s not cheap. But in a world where base Taycans cost more and deliver less drama, it feels oddly like a value proposition.

Trim-wise, the E-Ray comes in coupe or convertible, both with the Z06’s wide body. Inside, you get the same high-tech fighter jet interior with real buttons (thank heavens), a massive digital cluster, and an optional Performance Data Recorder to relive your bad decisions in glorious 4K.

With 655 horsepower and torque that hits before your coffee cools, the E-Ray might be the last Corvette you’ll need, until the full-electric one arrives and ruins your petrol-soaked nostalgia.

The post 2025 Corvette E-Ray: The Hybrid Supercar America Needed appeared first on ROI TV.

Why does this car matter right now?
Electric vehicles are no longer a Silicon Valley experiment or a coastal curiosity. According to a new Big Village survey, 55% of Americans say they expect to own an EV eventually. That’s not a niche. That’s the future inching toward the present. But before you assume this is a full-throttle EV revolution, let’s pump the regenerative brakes. Most consumers aren’t ready to trade in their gas tanks for kilowatts overnight. Instead, they want options, education, and, above all else, value.

The headlines are still shouting about Elon and charging infrastructure, but the quiet truth is that mainstream buyers are warming up to electric mobility, cautiously. From Ford to Kia, the brands not shouting are the ones selling. And the American public? They’re listening, just at their own speed.

How does it compare to rivals?
Let’s break down the scoreboard. Tesla may own the name recognition, but it’s traditional brands like Hyundai, Toyota, and Ford that are playing the long game. Hyundai’s Ioniq 5 and 6 are turning heads with 300+ mile EV range, sci-fi styling, and ultra-fast charging that rivals gas pump convenience. Kia’s three-row EV9 proves you can have your electric cake and fold down the rear seats too. Meanwhile, Ford’s F-150 Lightning is making EV trucks feel like real trucks, not novelty toys.

Plug-in hybrid sales are also quietly stealing the show. A whopping 66% of Americans say they prefer easing into the EV experience with something like the Toyota RAV4 Prime or Ford Escape Plug-In. These aren’t compromise vehicles, they’re gateway drugs, offering low emissions during the week and road trip readiness on the weekend.

And yes, even Toyota, the hybrid king, is stepping out with its bZ series. Clunky name, but a clear signal. When the most conservative brand in the game starts building BEVs, the market isn’t shifting. It’s already shifted.

Who is this for, and who should skip it?
If you’re the sort of driver who treats a 400-mile range as non-negotiable, you may be overestimating your own commute. According to the survey, nearly 30% of Americans are fine with 50 miles of daily range. Seventy-five miles satisfies 75% of drivers. EVs don’t need to cross the Mojave. They need to get to Trader Joe’s and back.

These vehicles are for the practical, the budget-conscious, and the quietly tech-savvy. They’re for families who want a three-row SUV with interior tech that feels like a smart home, not a spaceship. They’re for commuters who want low maintenance and high MPG equivalents without reading a white paper on kilowatt hours.

Who should skip it? Anyone who still can’t find a charger within 50 miles, or lives in a town where public infrastructure is a punchline. Charging access is improving, up 7% from last year, but it’s not universal yet. And let’s not pretend price isn’t a factor. 40% of survey respondents still say EVs are too expensive. Until MSRP drops or tax credits get simpler than calculus, hybrids may continue to win hearts and wallets.

What’s the long-term significance?
We’re not witnessing a revolution. We’re watching a renovation. Consumers aren’t tearing down their garages and lining them with solar panels. They’re just picking vehicles that suit their lives better. EVs are no longer statements of identity. They’re tools, just like your dishwasher, your smartphone, or your slightly judgmental smartwatch.

And while hydrogen isn’t storming the dealership lots just yet, it’s also not dead. A surprising 58% of Americans say they’re open to fuel cell vehicles like the Toyota Mirai or Honda Clarity. Infrastructure remains laughable, but interest? That’s legit.

More telling, over 30% of EV buyers say innovation drives their brand choice. That’s a boon for companies like Ford, Hyundai, and BMW, who’ve invested quietly and consistently rather than rushing out prototypes with marketing fanfare.

Bottom line: Americans aren’t rejecting EVs. They’re just choosing to adopt them on their own terms. The real winners won’t be the loudest brands, but the ones that offer buyers real value, flexible options, and trust, not just torque.

The post Americans Want EVs, Just Not All at Once appeared first on ROI TV.

Why does this car matter right now?
Because most electric SUVs still can’t take your family across a state without inducing charging anxiety. Kia might be the first brand bold enough to admit it, and smart enough to fix it. According to a recent report out of South Korea, the next-generation Kia Telluride could debut with an Extended Range Electric Vehicle (EREV) powertrain. That means electric drive, no plug-in panic, and a total range that could top 600 miles. In a three-row SUV. With zero need to find a fast-charger between Boise and Bakersfield.

While most automakers continue to play chicken with range, Kia’s quietly preparing to deliver the best of both worlds. If it happens, and all signs say it will, this would be the first mainstream SUV to blend genuine EV range with a petrol-powered generator that keeps the battery topped up on the fly. No tailpipe guilt, no extension cords, and no whingeing kids at a Walmart charger halfway to grandma’s.

How does it compare to rivals?
There isn’t much competition, yet. The only remotely similar vehicle is the Ram 1500 Ramcharger, which also uses a gas engine to extend battery range and targets 690 miles. But that’s a full-size pickup. The Telluride is aimed at families, not framers.

Kia’s current electric flagship, the EV9, tops out at 304 miles on a full charge, decent on paper but still short for long hauls. The Telluride EREV could double that, thanks to its proposed 2.5-liter four-cylinder engine working exclusively as a generator. Unlike plug-in hybrids, the wheels are powered solely by electric motors. The gas engine never touches the drivetrain, only the battery. It’s a clean, elegant solution that doesn’t rely on mythical charging infrastructure.

Compare that to a Toyota Grand Highlander Hybrid or a Honda Pilot Trailsport, both competent three-row SUVs with decent towing capacity and family-hauler charm, but neither offers the all-electric drive experience or the engineering audacity of an EREV. And while full BEVs like the Rivian R1S have off-road swagger, their fast-charging limitations and sticker shock make them niche players.

Who is this for—and who should skip it?
This is the family SUV for people who don’t want to sacrifice EV performance just to feel like good environmental citizens. The Telluride EREV is shaping up to be the ultimate solution for folks who want to drive electric, but still live in the real world. You know, the one where road trips still exist, and not every rural motel has a Level 2 charger.

It’s also a strong choice for tech-forward buyers who’ve grown weary of plug-in hybrid compromises and the anxiety of fully electric luxury crossovers that lose 30% of their range when loaded with dogs, strollers, and Costco loot. With the EREV setup, towing capacity doesn’t have to come at the cost of miles. And it’s far more practical than a 900-horsepower electric SUV that costs more than your mortgage.

However, if you’re expecting an EV9 with massage seats and flashy interior tech, you might be left wanting. The Telluride has always played the rugged, upscale-but-not-flashy card. That probably won’t change, even if the drivetrain does.

What’s the long-term significance?
If Kia pulls this off, it might shame the rest of the industry into rethinking their EV strategies. Let’s face it: the average American household isn’t ready to go fully electric, but they’re being nudged into it by incentives, PR campaigns, and government mandates. The Telluride EREV offers a dignified off-ramp, a way to join the electric future without needing to redesign your entire life around chargers.

And Kia isn’t exactly flying blind here. At the 2025 Kia CEO Investor Day, the company laid out plans for a lineup of electrified vehicles with increasing emphasis on range extenders and modular powertrain options. The Telluride may simply be the first to break cover.

If this powertrain rolls out as predicted, alongside a traditional plug-in hybrid and gas version—the next Telluride will offer more drivetrain diversity than any other SUV in its class. Kia could win not just the EV race, but the everything race.

Of course, all eyes now turn to Hyundai. The Telluride’s sibling, the Palisade, just debuted its second generation with a 329-horsepower hybrid, which could give us a glimpse of what to expect from the Kia. But if the EREV becomes a reality, the Telluride will leapfrog the Palisade, and nearly everything else in its segment.

Like what you’ve read? Stay in the driver’s seat with more insider automotive insights. Follow @NikJMiles and @TestMiles for stories that go beyond the press release.

The post Kia Telluride EREV Could Upend the Entire EV Market appeared first on ROI TV.

Why do these two matter right now?
It’s not every day that Toyota dusts off a legend and gives it a new lease on life, let alone two of them in the same model year. After years in the shadows, the Toyota Land Cruiser and the Toyota 4Runner are back for 2025 with fresh faces, hybrid powertrains, and a clear eye on America’s appetite for adventure. But here’s the rub: both are aimed at the same buyer. Rugged, outdoorsy, nostalgic. So, which one should you buy?

Let’s start with the basics. The 2025 Land Cruiser is now smaller, less expensive, and finally embracing electrification. It rides on the TNGA-F platform, shares bones with the Lexus GX, and sports a 326-horsepower i-Force Max turbocharged hybrid setup. Gone is the V8 bloat. In its place? A two-row off-road-ready rig with square-jawed looks and a surprisingly posh cabin. MSRP starts at $55,950.

Now, enter the 2025 Toyota 4Runner. Also, all-new after what feels like a Jurassic-length generation, the new 4Runner comes in multiple trims, including a Trailhunter spec that’s ready for Baja straight from the showroom. It keeps the rugged frame-on-body architecture (or body-on-frame, depending on where you are from) and introduces the same 2.4-liter turbo-hybrid i-Force Max in higher trims. But unlike the Land Cruiser, you get a third row option, more cargo flexibility, and slightly more playful design choices, and the estimated starting price is $43,000.

How does it compare to rivals?
The Land Cruiser and 4Runner face a crowded field of off-road pretenders. Ford’s Bronco courts attention with its modular panels and Instagram-ready image, but lacks Toyota’s reputation for longevity. The Jeep Grand Cherokee has luxury and rock-crawling cred, but its pricing escalates fast. And while the Land Rover Defender might tick all the boxes on paper, off-road capability, interior tech, and plug-in hybrid option, reliability remains its Achilles’ heel.

Here’s where Toyota wins. Both vehicles offer serious off-road capability right out of the box. Think locking rear differentials, crawl control, and multi-terrain select. The 4Runner Trailhunter even adds ARB bumpers, snorkels, and Old Man Emu shocks for proper rock-hopping. For those needing towing capacity, the Land Cruiser tops out at 6,000 pounds, while the 4Runner lands slightly lower but still hauls confidently.

Tech-wise, both get Toyota’s latest 12.3-inch touchscreen with wireless Apple CarPlay and Android Auto. Still, the Land Cruiser edges out with more premium trim materials and a slightly more upscale vibe.

Who is this for, and who should skip it?
The Land Cruiser is the choice for the style-conscious adventurer who wants something retro-cool, bombproof, and just premium enough to make a daily commute tolerable. It’s for those who might be trading down from a Defender or a Wrangler Rubicon because they’ve had one too many repair bills.

The 4Runner, meanwhile, is for the family that camps. It’s for buyers who want three rows, sleep in rooftop tents, and load up dogs, gear, and kids without worrying about scratched plastics. It’s more configurable, approachable, and likely to end up with trail pinstripes and a Yakima rack.

Skip both if you’re purely city-bound. These aren’t pavement cruisers. You’ll be paying a premium for capability you’ll never use, and the ride, while improved, still leans toward the truck side of plush.

What’s the long-term significance?
Toyota’s dual reboot isn’t just about nostalgia; it’s a flex. While rivals like GM and Stellantis chase full electrification, Toyota plays the long game with hybrids, offering increased hybrid power without charging headaches. The Land Cruiser and 4Runner are hybrid-only in higher trims, offering a smart middle ground for customers ready to ditch the old V6 and V8 gas guzzlers.

Expect the 4Runner to outsell the Land Cruiser in sheer volume, thanks to broader appeal and a lower MSRP. But the Land Cruiser is poised to become a collector’s item again, especially in First Edition trim with retro two-tone paint and round LED headlights that practically wink at vintage FJ fans.

Both vehicles show Toyota’s ability to reinvest in its truck and SUV legacy without losing the plot on emissions, safety, and tech. In a market oversaturated with soulless crossovers, the return of these two genuine off-roaders is more than just a lineup refresh. It’s a reminder that character still matters—and that not everything has to look like a melted bar of soap.

The post 2025 Toyota Land Cruiser vs 4Runner: Which Wins? appeared first on ROI TV.

Ram shakes up the full-size truck segment with a 10-year/100,000-mile powertrain warranty, but it’s only available until January 2. Whether it stays depends on customer demand.

Why does this truck warranty matter right now?

Because Ram just flipped the warranty script and gave you a deadline.

For 2026 model-year trucks and vans, Ram is offering a 10-year or 100,000-mile powertrain warranty, covering everything from the Ram 1500 to the burly Power Wagon and commercial ProMaster vans. It’s easily the longest warranty in the full-size truck segment—but it vanishes after January 2 unless buyers demand more.

“It’s very expensive. It’s no different than any other incentive. And that’s why I put a time limit on it,” said Tim Kuniskis, CEO of the Ram brand. “If you look at any of the documentation, it says that this warranty runs until January 2nd of next year.”

You heard him. This is a use-it-or-lose-it deal. Ram wants to see if it changes how people shop. If customers jump, the warranty might become permanent. “We’re going to watch the data,” Kuniskis explained. “And if it moves the customer intentions and they see the perceived value in it, then we’ll continue it past January. If they don’t, we will kill it in January.”

That’s not marketing fluff. It’s a direct challenge to a truck market that’s been slow to innovate where it counts: durability, commitment, and long-term value.

How does it compare to rivals?

It doesn’t just beat them. It embarrasses them.

GM, for instance, offers a five-year, 100,000-mile warranty on a few turbo four-cylinder models. Ram is doubling that and offering it across nearly its entire non-EV lineup. “I’m doing light duty, heavy duty, Promaster. I’m doing all Rams,” Kuniskis said

This isn’t a niche incentive buried in fine print. It’s a top-to-bottom promise that covers the parts that matter: engine, transmission, transfer case, driveshafts, axles, and differentials.

But Kuniskis knows it’s a temporary edge. “The warranty is not unique. Anybody can do it,” he said. “I think they’ll do the same exact research that I’m doing, and if they see that it has a perceived value above what the cost is… they’ll follow.”

That’s classic Ram: set the bar, then dare others to try.

Who is this for, and who should skip it?

This warranty is for the real-deal truck buyer. Contractors, adventurers, farmers, and anyone clocking big miles with serious payloads. It’s not for casual urban cowboys looking to lease something shiny for 24 months.

The offer includes individual retail sales and business leases—but not fleet purchases. So if you’re buying one truck for real work, it’s a win. If you’re buying 200 for your rental business, sorry, you’re out.

“Our customers are making a long-term investment in Ram,” Kuniskis said. “Ram is making a stronger and longer commitment to our customers.”

The timing is deliberate. With truck prices climbing and loan terms now stretching to seven years, Ram wants to reassure buyers that they’re protected for the long haul.

What’s the long-term significance?

This isn’t a gimmick. It’s part of a broader plan to shake up the segment.

Kuniskis hinted at more to come. “This is a big decision,” he said. “And, you know, it’s uncharacteristic for me to say we’re going to look at the data… but we’re going to look at it.”

Translation? If customers speak with their wallets, the warranty might become a permanent fixture.

And no, Ram isn’t bracing for a flood of repairs. “No, we don’t think there’s anything huge like that,” Kuniskis said. “There’s people way smarter than me that have all the historical data… they can look at that and say exactly what it’s going to cost and put a price tag on it.”

Still, he’s honest about the risks. “You never know. I mean, look at GM. They got some engine problems right now. It can happen to anybody.”

Ram’s pitch is simple: if you’re committing to a truck for a decade, they should too. Whether the rest of the market follows depends on how loud customers shout between now and January 2.

The post Ram Disrupts Truck Market with 10-Year Warranty. But Only for a Limited Time appeared first on ROI TV.

Why does this car matter right now?
For years, the Lexus ES has quietly chugged along, reliable, refined, and about as thrilling as a warm scone. But the 2026 ES breaks that mold with something radical: a pulse. Revealed at Toyota’s HQ Confidential event (in a Texas hotel ballroom, naturally), the eighth-generation ES brings electrification to the nameplate for the first time, and not just in the hybrid sense. We’re talking full battery-electric variants, including the new ES 350e and 500e.

It’s Lexus finally treating the ES like it matters, which it does. The brand claims up to 300 miles of EV range, 30-minute fast charging via a NACS plug (the swanky Tesla connector), and a redesigned silhouette that finally says “executive sedan” instead of “mid-tier airport shuttle.” For those who’ve long dismissed the ES as a luxury Camry with delusions of grandeur, this is a moment of reckoning.

How does it compare to rivals?
On paper, the ES 500e stacks up surprisingly well. With 338 horsepower, a 0-60 sprint in 5.4 seconds, and Lexus Safety System+ 4.0 included, it offers something rare in the segment: performance without shouting about it. Compare that to the BMW i5, which is pricier and more button-happy, or the Mercedes EQE, which often feels like it was designed by a committee with three different visions for the future.

Then there’s the 14-inch touchscreen, responsive, split-screen capable, and mercifully functional. Lexus finally figured out that people want a home button and wireless CarPlay, not some abstract joystick interface. The ES now also has legroom fit for actual humans in the back, with a wheelbase stretched three inches and 6.5 inches of added rear-seat space. Your Uber Black just got a glow-up.

Who is this for—and who should skip it?
This is for buyers who’ve outgrown the bro-y performance chase and want luxury that doesn’t scream. People who want a proper sedan that doesn’t look like it’s trying to be a spaceship. Think business executives, quiet millionaires, and anyone tired of paying German luxury premiums for the privilege of riding stiffly over potholes.

That said, if you’re the sort who still tears up over the loss of V8 growls and needs tailpipes to feel alive, this isn’t your car. Lexus has leaned hard into comfort, class, and quiet, and if you think speed should always come with noise, the ES will feel like a sedative.

What’s the long-term significance?
The 2026 Lexus ES marks a major pivot not just for the model, but for Lexus. With hybrid and BEV options sharing the stage, this is no half-hearted compliance car. It’s the start of Lexus delivering real electrification at scale, without giving up what makes the brand work: understated quality, thoughtful design, and obsessive comfort.

Design-wise, the new “spindle body” replaces the dated grille-heavy look with something more sculpted, more futuristic, and less polarizing. It pulls cues from the LF-ZC concept but lands in the sweet spot between conservative and cool. The new color, “Wavelength,” isn’t just marketing fluff; it looks good. And the twin L-signature headlamps? Surprisingly assertive for a car that used to resemble a bar of soap.

Underneath, the GA-K platform gets serious with multi-link rear suspension and MacPherson struts up front, giving the ES the kind of ride quality that makes long drives feel like spa treatments. You can spec it with massaging rear seats and a passenger ottoman, because Lexus remembered that real luxury includes your knees.

No pricing yet, but expect the ES 350e to undercut Euro rivals. And if Lexus keeps its quality promise, the total cost of ownership could be miles lower.

The post 2026 Lexus ES: The Electrified Sedan Worth Waiting For appeared first on ROI TV.

Why does this car matter right now?
The Q5 is Audi’s golden goose. It outsells every other model in the lineup and anchors the brand’s footprint in the U.S. market. So when Audi gives it a complete overhaul for 2025, it’s not just news—it’s a power move. And let’s be clear: this isn’t a facelift. It’s a reengineering from the ground up, and it’s got the software—and the swagger—to match.

Built on the new Premium Platform Combustion (PPC), the Q5 rides better, drives smarter, and finally looks as modern as the rest of Audi’s digital-first lineup. Paired with Audi’s new E³ 1.2 electronics architecture, the Q5 becomes a digital command center with more computing power than your last laptop.

And it’s not just brainpower—it’s brawn too. The upgraded 2.0-liter turbo four now churns out 268 horsepower and 295 lb-ft of torque. That’s sent to all four wheels via a 7-speed dual-clutch transmission and standard quattro all-wheel drive. No gimmicks. Just real-world, usable torque and the kind of responsive chassis tuning that makes this thing corner like it’s reading your mind.

How does it compare to rivals?
If the BMW X3 is the German dance partner and the Mercedes GLC is the posh lounge cruiser, the 2025 Q5 is the kid who studied abroad and came back with edge. It’s more aggressive than before but still reserved enough to fit into the Whole Foods parking lot without drawing attention. Unless you want it to.

The Q5 now sports sharper lines, a wider stance, and those eye-catching OLED taillights that offer up to eight customizable light signatures. It’s the only SUV in its class with this much rear-end choreography, and yes, it’s standard on Premium Plus and Prestige trims.

Inside, the story gets even more interesting. A 14.5-inch MMI touchscreen and 11.9-inch digital cockpit are the centerpiece of a cabin that feels straight out of Audi’s flagship playbook. The infotainment system is fast, intuitive, and compatible with both Apple CarPlay and Android Auto. And the new 7 x 3-inch head-up display is one of the largest in the segment—proof Audi isn’t phoning this one in.

There’s also wireless charging (cooled, naturally), USB-C fast charging for front and rear passengers, and a rear bench that both slides and reclines. Need space? With the seats folded, you’ve got 56.9 cubic feet of cargo room and an underfloor compartment to hide anything you don’t want rolling around.

Who is this for—and who should skip it?
The Q5 is for the modern multitasker who doesn’t want to sacrifice tech for taste or handling for comfort. It’s ideal for drivers who want premium kit without showing off, families who need just enough space but don’t want to jump to a three-row SUV, and commuters who appreciate refinement without the fluff.

It’s not for anyone looking to go full-electric (you’ll want the Q4 e-tron) or who thinks every SUV needs to tow 7,000 pounds. But for those who value driving engagement with quiet confidence, the Q5 just leapfrogged its class.

What’s the long-term significance?
Audi isn’t just keeping the Q5 competitive—it’s weaponizing it. By leaning into software-defined vehicle architecture and packaging real horsepower with next-gen safety, Audi is signaling what its combustion lineup will look like in the run-up to full electrification.

Nine airbags. Lane centering. A new center-mounted airbag for side impacts. Exit warnings and a 360° top-view camera. All of this stacks on top of what was already one of the safest SUVs on the road. The Q5 is no longer just a placeholder in Audi’s lineup—it’s a digital SUV that just happens to burn petrol.

The 2025 Q5 is expected to arrive at U.S. dealerships later this year, with pricing details to follow. But if early impressions are anything to go by, Audi’s best-seller just evolved—and it’s not playing nice anymore.

The post Audi’s Q5 is not playing nice anymore appeared first on ROI TV.

Why does this milestone matter right now?
Most car companies celebrate 100 years with a glossy coffee table book and a museum exhibit. Chrysler, in contrast, is using its centennial to send a message: we’re not done, far from it. This is a brand that helped define the American automobile, and now it wants back in the conversation​, not just as a nostalgic badge, but as a forward-facing nameplate.

Chrysler at 100 is a reminder that innovation used to be the default. It was the first to offer four-wheel hydraulic brakes. The first to wind-tunnel test production vehicles. The first to deliver a unit-body car, and—lest we forget​, the first to make minivans not only practical, but desirable.

And while other brands have sprinted ahead into EVs, plug-in hybrids, and crossovers that think they’re spaceships, Chrysler has spent the last few years quietly resetting. Now, it’s poised to reenter the fray with a tech-forward lineup and a design direction previewed by its latest concept​ ,​Halcyson.

How does Chrysler’s legacy still matter in 2025?
Chrysler wasn’t built on marketing fluff or badge engineering. It was built on clever design and mechanical nerve. Walter P. Chrysler launched the company in 1924 with the Chrysler Six, which offered high-compression power, full-pressure lubrication, and hydraulic brakes​, all at a price under $1,600.

By the 1930s, Chrysler had become Detroit’s “engineering company,” earning that title by putting innovation ahead of fashion. From the revolutionary Airflow​, tested with the help of Orville Wright​, to the screaming HEMIs of the 1950s and the turbine-powered experiments of the 1960s, this was a company that did weird, wonderful things with metal.

Even during the rough patches​, the oil shocks, the malaise era, the Daimler divorce​, Chrysler found ways to disrupt. They gave us the first modern minivan. They brought back convertibles with the LeBaron. They made tailfins and push-button transmissions iconic. They put a sedan with a gangster grin, the 300C, back in American driveways.

Who does Chrysler serve today​, and why should we care?
Right now, Chrysler has one vehicle: the Pacifica. But that’s not the problem most people think it is. Because the Pacifica isn’t just a minivan, it’s a rolling reminder of what Chrysler does, combining innovation, utility, and contrarian flair.

But this next chapter isn’t about surviving. It’s about reimagining. Stellantis has already teased the outlines of Chrysler’s next wave, and it’s electric, modular, and elegant in a way that feels more Scandinavian than Midwestern. Chrysler’s designers are clearly thinking less about nostalgia and more about creating something functional that feels like the future.

Expect a new flagship EV to debut soon​,​ likely a crossover with strong plug-in hybrid or full electric credentials. Expect the return of rear-wheel-drive proportions, but this time with motors instead of V8s. Expect interiors that feel more like lounge spaces than cockpits.

In short: don’t count Chrysler out. Not yet.

What does the next 100 years look like?
Chrysler’s 100th anniversary isn’t a retirement party. It’s a reboot. The brand that helped make American engineering a global force is repositioning itself to compete in a world of AI, autonomy, and electrification.

The design language is shifting. The tech stack is evolving. And perhaps most importantly, the mindset is changing. Chrysler doesn’t want to chase Tesla. It wants to leapfrog the past decade of gadget-forward, soul-light vehicles and build something elegant, efficient, and human-focused.

Can it succeed? That depends on how well it remembers its roots: innovation that improves real life. Less gimmick, more genius. That’s the promise Chrysler once made. And it’s the one it seems ready to make again.

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Why does this car matter right now?

Because Toyota has just proved that hybrid trucks aren’t just about saving fuel. They can tow, flex, and conquer trails without apologizing for it. The​ Toyota Tacoma TRD Pro lands like a sledgehammer in a segment still figuring out how to electrify without going soft. While rivals flirt with EVs or mild-hybrid window dressing, Toyota drops the i-FORCE MAX system into its most rugged mid-size and walks away without looking back.

You get 326 horsepower and 465 pound-feet of torque. That’s not a typo. It’s a declaration. Enough grunt to tow a boat, a buddy’s Jeep that won’t start, or maybe even your overland ambitions. And while the world debates whether hybrids can be exciting, the TRD Pro answers with a grin and mud on its grille.

How does it compare to rivals?

Most mid-size trucks still treat “hybrid” like a dirty word, offering either full gas or watered-down electrification. Toyota didn’t get the memo. The i-FORCE MAX powertrain doesn’t just juice your range to an EPA-estimated 24 MPG combined—it turns your truck into a torque-rich brute that doesn’t mind a weekend of rock-crawling followed by a Monday commute.

And while the Ford Ranger Raptor might give you the whoosh and the badge cred, it doesn’t match the Tacoma’s efficiency or the cleverness of Toyota’s suspension setup. The TRD Pro gets TRD-tuned FOX Quick Switch 3 adjustable internal bypass shocks with remote reservoirs. Translation: it rides like a steel-clad rally car over surfaces that would leave others crying into their skid plates.

Inside, Toyota ups the ante with IsoDynamic Performance Front Seats—air-over-oil shock absorber thrones that stabilize your spine and head during trail abuse. It’s like Toyota strapped a chiropractor to the seat and told them to innovate. Good luck finding that tech in any other truck at this price point.

Who is this for—and who should skip it?

This isn’t for the mall crawler crowd. If you just want a tough-looking truck to park at Trader Joe’s, save yourself the money and buy something simpler. The TRD Pro is for people who will use it. People who camp off-grid, people who tow dirt bikes, people who know what a diff lock does and why it matters.

It’s also for anyone who still wants analog adventure with a digital brain. The 14-inch touchscreen delivers Toyota’s latest multimedia system, and Toyota Safety Sense 3.0 brings driver-assistance features that are actually helpful without being intrusive. It won’t yell at you for checking your mirrors or confuse a bush for a pedestrian.

And yes, the color is called “Mudbath.” Because subtlety isn’t part of the job description.

What’s the long-term significance?

The Tacoma TRD Pro isn’t just a trim level with attitude. It’s Toyota’s proof-of-concept that hybrid trucks can be both thrilling and sensible. With fuel economy that doesn’t scream “off-roader” and torque numbers that make diesel engines nervous, it shows what happens when you let engineers play a bit.

It also plants a flag in the ground at a time when the mid-size truck wars are heating up. Ram’s not here yet. Chevy’s still refining. Ford’s Raptor variant is flashier, but less frugal. Toyota’s move to hybrid across higher trims of the Tacoma, including the TRD Pro, signals where the brand is heading—electrified but not neutered.

This truck isn’t a one-off. It’s a template. Expect this powertrain to become the norm, not the exception, across Toyota’s trucks and SUVs. In fact, if the next 4Runner doesn’t have a version of this setup, I’ll eat my snorkel.

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Why does this car matter right now?

Because the compact SUV class has become a war zone. Toyota’s RAV4 is the de facto sales king. Honda’s CR-V is everyone’s fallback. And Mazda’s CX-5 keeps winning design awards like it’s a weekend hobby. Into this noisy crowd steps the 2025 Volkswagen Tiguan, looking less like the conservative choice and more like a calculated counterpunch.

VW didn’t just redesign its best-seller. It rewrote the playbook. The new Tiguan is sharper in every sense styling, handling, tech, and safety. And for the first time in a decade, it actually wants your attention.

How does it compare to rivals?
Let’s start with the looks. The outgoing Tiguan wore the kind of face that got lost in a car park. The 2025 model? It walks in with shorter overhangs, a squared-off stance, and a front end that finally speaks fluent Teutonic. It’s confident, not flashy. Think less fast fashion, more architectural minimalism with a smirk.

Meanwhile, the RAV4 still plays rugged dress-up, the CR-V is stuck in “urban dad” mode, and the CX-5 though still handsome—is beginning to look like it’s been wearing the same outfit since 2019.

Step inside, and Volkswagen flips the script again. You get American walnut trim, stitched surfaces, and a mammoth 15-inch touchscreen that makes the CR-V’s nine-inch display look like a pager. Mazda’s interior still punches above its weight, but the new Tiguan is inching into Audi-lite territory, minus the showroom snobbery.

Then there’s the tech. VW’s new MIB4 infotainment system feels modern for once responsive, intuitive, and bundled with ambient lighting and sound presets called “Atmospheres.” Yes, you can match the car’s mood to yours. It’s cheeky, but it works. Toyota and Honda still give you wireless CarPlay, but navigating their menus feels like filling out tax forms with oven mitts.

Under the hood? A turbocharged 2.0-liter four-cylinder pushing 201 horsepower. That’s more grunt than the base RAV4 or CR-V. And it weighs less than before down by 170 pounds. Mazda’s turbo engine still rules the torque charts, but it also gulps fuel like it’s free. The Tiguan splits the difference nicely, offering enough punch for daily use with decent fuel economy.

Who is this for and who should skip it?
This Tiguan isn’t for badge snobs or mileage absolutists. It’s for buyers who want style, tech, and safety in equal measure without stretching for a luxury badge or putting up with aging infotainment.

It’s also ideal for the growing crowd of Americans who want a compact SUV that doesn’t look like a fleet special. With 10 airbags and VW’s full IQ.DRIVE suite standard on all trims including lane centering and adaptive cruise it also doubles down on safety. Toyota and Honda offer similar systems, but only Volkswagen gives it to every buyer, no haggling required.

Now, if you’re shopping for a hybrid or plug-in hybrid, look elsewhere. Unlike the RAV4 Hybrid or CR-V Hybrid, the U.S. Tiguan hasn’t yet joined the electrified crowd. VW’s saving that for another day—and likely another press cycle.

What’s the long-term significance?
The 2025 Tiguan marks a cultural shift inside Volkswagen. This isn’t just a facelift or a trim reshuffle. It’s a signal that VW wants to play offense in America’s most competitive segment.

The Tiguan used to be the SUV you leased because the numbers looked good. Now, it’s a crossover you configure with genuine enthusiasm. You’ll still take it to soccer practice. But on the drive home, you might actually enjoy yourself.

In terms of raw specs:

• 201 horsepower
• 10 airbags
• 15-inch touchscreen
• Standard IQ.DRIVE driver assistance

Compare that with the RAV4 (203 hp, 8 airbags, 10.5-inch screen), CR-V (190 hp, 9-inch screen), and CX-5 (187 hp base, up to 250 hp with turbo). On paper and in practice, the Tiguan pulls ahead in interior tech and standard safety. The hybrid-minded still get better MPG from Toyota or Honda, but those cars don’t feel nearly as polished behind the wheel.

Final verdict?
The new Tiguan doesn’t try to reinvent the compact SUV. It simply does almost everything better. There’s still room for improvement especially in electrified options but VW’s message is clear: the Tiguan is no longer the safe bet. It’s the savvy one.

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Why does this trend matter right now?

Because we’ve hit peak grayscale. For years, automakers have treated color like an afterthought. Gray, black, and white accounted for nearly 80 percent of new car sales. That wasn’t taste—it was surrender. In 2025, automakers are finally rediscovering that cars, like wardrobes and architecture, should express something. And that something doesn’t have to look like a storm cloud.

We’re seeing an industry-wide revolt. Brands are using color to communicate identity, energy, and yes, a bit of drama. This isn’t about superficial tweaks. It’s a shift in mindset. Paint is now product.

What are the standout car colors of 2025?

Let’s start with Audi, a company usually known for executive grays and silvers. Their new District Green is anything but corporate. It’s a deep, glossy emerald available on the 2025 A3 Sportback and Q5. Think classic British racing green updated for modern German sharpness. It’s elegant but cheeky, like a tuxedo with green velvet lapels.

Toyota, once the poster child for conservative color palettes, is painting outside the lines with Wave Blue. It’s electric. It’s aquatic. It looks like a tidal surge captured in motion. It’s the sort of color that makes a Camry feel like a concept car. The brand is clearly leaning into a more youthful, expressive aesthetic, and Wave Blue leads the charge.

Then there’s Mazda, which may have quietly released the most luxurious red in the game. Artisan Red, featured on the 2025 CX-90, is a masterclass in depth and luster. It doesn’t shout. It glows. In a sea of generic metallics, Artisan Red makes the CX-90 look like it costs twice as much. Mazda’s design team deserves a raise.

If subtlety isn’t your thing, you’ll love Hysteria Purple, the latest showstopper from Chevrolet’s Corvette lineup. The name says it all. It’s loud. It’s defiant. It makes a statement the moment it rolls up. Corvette’s always been about speed and swagger, and Hysteria Purple might be its boldest aesthetic move since the Stingray.

Surprisingly, Toyota makes a second appearance on this list with Maximum Yellow, available on the 2025 Prius Prime. Yes, the Prius. Formerly a beige appliance on wheels, the Prime is now a solar flare on the freeway. Maximum Yellow isn’t just bright it’s unmissable. And that’s the point. Toyota wants you to know that being eco-conscious doesn’t mean being anonymous.

For the purists, Porsche is offering Oak Green Metallic Neo on the 911 GT3. It’s a rich, heritage-inspired green with a fresh finish that feels grounded in tradition but fully modern. This color hugs every aerodynamic crease of the GT3’s bodywork like it was meant to. Porsche knows its audience and Oak Green hits the sweet spot between reverence and rebellion.

How does this compare to rivals?

In a word: progress. Tesla’s paint palette still feels like a Henry Ford fever dream. BMW plays with individual orders but rarely showcases them. Mercedes, to its credit, has embraced some bold moves in EQ models. But no one’s collectively leaning in like Audi, Mazda, Toyota, Porsche, and Chevrolet. These brands aren’t just offering color they’re leading with it.

Who is this for—and who should skip it?

If you think your car should fade into traffic and never turn a head, look away. These colors aren’t for the indecisive. They’re for people who use their car the way others use shoes or watches as part of their visual identity. Commuters who want personality. Empty nesters tired of bland crossovers. Drivers who believe cars should have character. That’s the audience.

For fleet buyers and resale hawks, yes, these colors might be risky. A purple Corvette isn’t going to sell itself at CarMax. But if you’re buying with your heart, not your spreadsheet, 2025 is your year.

What’s the long-term significance?

This shift isn’t cosmetic. It’s philosophical. Automakers are recognizing that as EVs and hybrids normalize, differentiation will happen visually. Color becomes more than paint. It’s positioning. It’s branding. It’s part of the vehicle’s emotional value.

And in a market increasingly driven by social media, where first impressions are made through screens, color matters more than ever. Expect this trend to continue as manufacturers realize: if you want drivers to feel something, you have to show them something.

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The original Ioniq 5 already had serious street cred in the EV world. It was fast, futuristic, and fun. But with the new XRT version, Hyundai decided it wasn’t enough to impress the Whole Foods parking lot. This one wants to be seen near ski lifts and gravel roads​, and charge at Tesla Superchargers while it’s at it.

The Look: More Brawn, Less Flash

The Ioniq 5 XRT shares its bones with the standard model, but adds attitude in the form of matte black cladding, rugged-looking wheels, and a general sense that it’s not afraid of a little trail dust. It’s still not built for Moab​, let’s be clear. There’s no extra lift, no terrain modes. This is Patagonia, not Rubicon.

Still, the aesthetic works. The pixelated lighting remains​, a sharp throwback to 8-bit cool​, and the whole package is retro-modern in a way that feels intentional, not nostalgic. Hyundai didn’t chase trends. They started one.

The Plug Heard Round the World

The biggest news? The XRT is the first non-Tesla EV in the U.S. to come with the North American Charging Standard (NACS). That’s Tesla’s plug, in case you’ve missed a year of headlines. And it means Ioniq 5 owners will have access to over 15,000 Tesla Superchargers by 2025.

With one plug swap and a handshake, Hyundai solved range anxiety in a way that software updates and clever apps never could. The Ioniq 5 isn’t just playing catch-up​, it’s leapfrogging the competition.

Lounge Meets Spaceship

Inside, the XRT is everything EV cabins promise but rarely deliver. Flat floors. A slide-away center console. Space to stretch and stash your gear. It’s minimal without being stark, and comfy without screaming “luxury tax.” Think Scandinavian design with a side of sci-fi.

It’s also practical. With vehicle-to-load (V2L) capability, the Ioniq 5 can power your laptop, your blender, or even a tent full of string lights. It’s a campsite-ready power station on wheels, which is more than can be said for most SUVs still stuck on cupholders as innovation.

Performance With a Punch

Don’t be fooled by the friendly face. This thing has torque​,​ 446 pound-feet of it, to be exact. With dual motors pushing out 320 horsepower, the Ioniq 5 XRT hits 60 mph in under 4.5 seconds. That’s quicker than some sports sedans, in a body that can carry dogs, groceries, and everything in between.

It’s not just fast in a straight line, either. Thanks to Hyundai’s E-GMP platform and 800-volt architecture, it charges from 10 to 80 percent in under 18 minutes. That’s a lunch break—not an overnight stay.

The Flaws (Because Every Hero Needs One)

The XRT isn’t perfect. It lacks a rear wiper, which feels like an odd omission on a vehicle made to look outdoorsy. And while the exterior screams trailhead-ready, there’s no real off-road gear under the surface. It’s more about looking adventurous than conquering the unknown.

But maybe that’s the point. Most owners won’t be rock-crawling. They’ll be hauling gear to the cabin, picking up the kids, or squeezing in a long weekend somewhere with cell signal. And for that crowd, the XRT is more than enough.

Verdict: Hyundai’s Got Grit

The 2025 Hyundai Ioniq 5 XRT isn’t just another electric SUV. It’s a bold statement from an automaker that’s no longer content to follow the rules—or the leaders. With Tesla’s plug onboard, class-leading charge times, and just enough off-road swagger, the Ioniq 5 XRT isn’t just in the game. It’s changing it.

Pixels, plugs, and a little bit of dirt. Who knew that was the recipe for EV greatness?

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With seven legitimate contenders on the market, the 2025 hot hatch segment isn’t just alive—it’s bloody brilliant. You’ve got front-wheel-drive purists, all-wheel-drive tech-fests, and even a few underdogs with just enough turbo torque to keep things interesting. But which one deserves your keys—and your car payment?

Let’s break it down.

Why do hot hatches still matter?

Because they offer what so few cars can: usable speed. Not Nürburgring fantasy lap times. Real-world, toss-it-into-a-roundabout, downshift-to-pass-a-Camry speed. You get performance that’s thrilling but not terrifying, plus cargo space, rear seats, and just enough practicality to justify the impulse.

This isn’t just about horsepower. It’s about balance. Personality. The kind of car that makes you smile at 37 mph.

Volkswagen Golf GTI: The Godfather Returns

The 2025 Volkswagen Golf GTI shows up in a sharp suit, not race gear. A 2.0L turbocharged inline-four pushes 262 horsepower to the front wheels, but the big news is what’s missing: the manual. In its place is a seven-speed dual-clutch automatic that shifts like it’s been to finishing school in Stuttgart. This isn’t the rowdiest hatch on the list, but it’s the benchmark for refinement.

Who is it for? The adult in the room who still drives like they’re late to physics class.

Volkswagen Golf R: The Sharper, Faster Sibling

Take the GTI, pump it full of creatine, and add a doctorate in drivetrain engineering. That’s the 2025 Golf R. With 328 horsepower and 310 lb-ft of torque, plus all-wheel drive and a Drift Mode that turns public parking lots into rally stages, this is the thinking person’s WRX. Quick, planted, and only slightly unhinged.

Best for drivers who want to embarrass sports sedans while still making their morning meeting.

Honda Civic Type R: Still the Driver’s Choice

The Type R is what happens when engineers are told, “Don’t compromise.” The 2025 model sticks with its six-speed manual—mercifully—and still sends all 315 horses through the front wheels. Torque steer? Virtually none. Instead, you get surgical handling, brilliant feedback, and a suspension that flatters your skill set.

Skip it if you need an automatic. Buy it if you still believe in the magic of three pedals.

Toyota GR Corolla: The Rally Rat

With a 1.6L three-cylinder engine pushing 300 horsepower to all four wheels, the GR Corolla is the automotive equivalent of a terrier on espresso. You can now spec it with an eight-speed automatic, but the six-speed manual is still the purist’s pick. Add Toyota’s GR-FOUR AWD system with variable torque splits, and you’ve got a car that feels bred for gravel but behaves beautifully on tarmac.

It’s the most raw-feeling hatch here—and that’s a compliment.

Mazda3 Turbo Hatchback: The Executive Sleeper

If you prefer your speed dressed in cashmere, meet the Mazda3 Turbo. It’s got 250 horsepower (on premium) and 320 lb-ft of torque, AWD, and a cabin that feels more Audi A3 than econobox. The six-speed auto isn’t the quickest, but it’s smooth and predictable.

It’s not a track car. It’s a grown-up’s hot hatch—a GT car wearing Vans.

Mini Cooper JCW: The Urban Agitator

Small. Fast. Loud. The 2025 Mini JCW punches out 228 horsepower and 280 lb-ft from its turbo four, routed through a seven-speed dual-clutch. With short gearing, razor-sharp turn-in, and a ride tuned for kart tracks, it’s easily the most agile car on this list. It’s also the most polarizing.

You either love it or you think it’s trying too hard. There is no middle ground.

Subaru WRX: Still the Rough-and-Ready Hero

Yes, we’re stretching the definition of a “hatch,” but the WRX’s liftback profile and all-weather capability earn it a seat at the table. With 271 horsepower, a turbo flat-four, and real rally lineage, the WRX remains the Swiss Army knife of performance cars. Available with a manual or CVT, it’s practical, quick, and unpretentious.

It’s the car for people who drive through weather—not around it.

So, which one wins?

That depends on what you want from your hot hatch.

Need refinement with bite? Go GTI.
Craving precision? Type R.
All-out grip and grunt? Golf R.
Raw, rally-bred fun? GR Corolla.
Luxury with a turbo twist? Mazda3.
City-slicing madness? Mini JCW.
Four-season savior? WRX.

Every car on this list represents a different philosophy. And in a world where SUVs are swallowing everything in sight, these seven hot hatches are fighting the good fight—small, fast, and full of personality.

The post 2025 Hot Hatch Showdown appeared first on ROI TV.

Because Hyundai just rolled out a three-row electric SUV with real range, real space, and no apologies. It’s called the 2026 IONIQ 9, and it’s not here to whisper sweet nothings about sustainability. It’s here to haul your entire family, your pets, your luggage—and your assumptions about what electric SUVs can do—across hundreds of miles of tarmac.

In a market choking on crossover clones and battery-powered compliance cars, Hyundai has gone in a refreshingly contrarian direction. They’ve built something useful.

EV Range Without the Handwringing

Let’s get the headline stat out of the way: the IONIQ 9 packs a 110.3 kWh battery, with an estimated WLTP range of 620 kilometers (about 385 miles) in its Long-Range Rear-Wheel Drive configuration. That shakes out to roughly 335 miles under the more conservative EPA estimates—putting it squarely in long-haul territory. You could drive from Portland to Seattle and back without breaking a sweat or plugging in.

And no, it’s not a sluggish eco-box. Performance AWD models hit 0–62 mph in just over five seconds, which is quick enough to startle the family dog and pass most gas-powered rivals. If you prefer range over rocket launches, the RWD variant still does the sprint in under ten seconds—plenty for suburbia.

Who’s It For—and Who Should Skip It?

This is not the EV for your minimalist friend who bikes to the farmer’s market and still refers to electricity as “the new coal.” The IONIQ 9 is for real families with real stuff and real road trips on the calendar. Think: parents who want to feel good about ditching gas, without sacrificing legroom, cargo space, or ride comfort.

If you’re looking for an electric Lotus Elise, look elsewhere. But if you’ve ever wished your SUV could double as a hotel room during soccer tournaments or a refuge on camping weekends—Hyundai has your number.

Interior That Works Like a Lounge (Minus the Bar Tab)

The IONIQ 9’s cabin is, for lack of a better word, thoughtful. Second-row seats swivel to face the third row when parked, which is perfect for board games, baby feeding, or simply arguing about directions like it’s 1996. The front and middle rows can be optioned with relaxation seats that recline fully—ideal for charging stops or momentary existential crises.

And in a stroke of marketing genius disguised as innovation, Hyundai’s optional Dynamic Body Care System gives you a massage on the go. That’s right: it’s the only three-row SUV where Dad can get a back rub and 335 miles of range in one go.

Charging Speed That Doesn’t Waste Your Time

The IONIQ 9 supports ultra-fast 350 kW charging. Translation? 10 to 80 percent in 24 minutes under ideal conditions. That’s enough time to grab coffee, answer a few emails, and contemplate how much money you’re saving by not buying petrol every week.

This matters. Range is only half the battle. Charging time is the rest—and Hyundai nails both.

Big Yet Aerodynamic. Somehow.

Despite being the longest Hyundai ever built (wheelbase: 3,130 mm), the IONIQ 9 doesn’t slice through the air like a barn. Its drag coefficient is a commendable 0.259 Cd with digital mirrors, thanks to aerodynamic trickery like dual-motion active air flaps. Even with traditional side mirrors, it stays slippery at 0.269 Cd.

In short, it’s not just a big box on wheels—it’s a smart one.

Safety and Tech: Of Course It’s Got That

Naturally, the IONIQ 9 comes loaded with the latest in alphabet soup: ADAS, OTA, NFC, you name it.

• Advanced Driver-Assistance Systems (ADAS): Think forward collision avoidance, blind-spot monitoring, and enough sensors to avoid a game of vehicular bumper cars.
• Over-the-Air (OTA) Updates: No dealership visits just to get Apple CarPlay working.
• Digital Key via NFC: Unlock your car with your phone. It’s 2025. Why not?

It’s not just tech for tech’s sake. It’s tech that makes sense.

When Can You Get It—and Where?

The IONIQ 9 launches in Korea and the U.S. in early 2025. Europe and the rest of the world will follow, assuming they don’t run out of battery cells first. Hyundai’s rolling this out deliberately, like a band that actually knows how to tour—starting with the fans who buy the tickets first.

What’s the Bigger Picture Here?

Hyundai’s aiming to launch 23 EVs by 2030. The IONIQ 9 is more than a new product—it’s a signpost. As rivals scale back EV plans, Hyundai is quietly doing the opposite. Not loudly. Not with Super Bowl ads and buzzwords. Just with smart cars that people actually want to drive.

The IONIQ 9 is a reminder that electric vehicles aren’t just about kilowatts or carbon. They’re about utility. And if that happens to come wrapped in clean lines and soft leather, all the better.

Final Verdict?

The 2026 Hyundai IONIQ 9 is the electric SUV Tesla should’ve built but didn’t. It’s practical, refined, and unpretentious—with just enough geeky engineering under the hood to keep enthusiasts entertained.

It’s not flashy. It’s not trying too hard. It’s just… right.

The post 2026 Hyundai IONIQ 9: The Three-Row Electric SUV That’s Quietly Redefining Family Hauling appeared first on ROI TV.

For decades, Korean automakers were the punchline. Cheap, cheerful, and—let’s be honest—forgettable. But blink, and the joke’s now on everyone else. In 2025, it’s no longer a question of whether Hyundai and Kia can compete. The question is whether anyone else can keep up.

From Seoul to Silicon Valley, Korean carmakers are delivering more than just well-priced vehicles. They’re building a reputation for innovation, manufacturing excellence, and design-forward thinking—without relying on nostalgia, big badges, or bloated marketing budgets. If you’re still dismissing Hyundai and Kia as second-tier, you haven’t been paying attention.

Why Do These Cars Matter Right Now?

Two words: market disruption.

The Hyundai Ioniq 5 and Kia EV6 aren’t just competitive electric vehicles—they’re redefining the EV segment. Built on the Electric Global Modular Platform (E-GMP), these aren’t compliance cars wearing modern hats. They’re purpose-built, razor-sharp EVs with 800-volt architecture, sub-20-minute charging to 80%, and real-world range that doesn’t crumble at 70 mph.

In short, they do the things American and European EVs promised but haven’t quite delivered.

Meanwhile, the Kia K4 GT-Line Turbo dares to inject style into the soul-sucking segment known as “compact sedans.” It’s sleek, confident, and blessedly not designed by committee. While Detroit can’t seem to quit chrome and fake vents, Kia’s turning minimalist aggression into an art form.

How Are They Building These Cars Differently?

This is where Korea pulls ahead.

Hyundai’s smart factories—particularly the $7.6 billion mega-site in Georgia—aren’t just PR stunts. They use robotics, AI, and real-time analytics to reduce production time and eliminate the sort of inconsistencies that plague legacy assembly lines. Think of it as Tesla’s Gigafactory vision, minus the chaos and tweets.

By streamlining operations, Hyundai isn’t just cutting costs; they’re boosting quality and speeding up innovation cycles. The result? Faster rollouts, fewer recalls, and tech that actually works out of the box.

What About Safety and Features?

Korean brands used to play catch-up. Now they’re leading.

Hyundai and Kia’s blind-spot view monitor is a case in point. Instead of a flashing light on your mirror, the system gives you a live video feed of what’s in your blind spot, projected onto your instrument cluster. It’s simple, elegant, and absurdly useful. You’d think this would be standard everywhere. It isn’t.

This kind of thoughtful tech is becoming the norm in Korean cars—from augmented reality head-up displays to biometric fingerprint access. Meanwhile, some legacy brands are still figuring out how to make wireless Apple CarPlay work without a subscription.

Who Are These Cars Really For?

Anyone who’s tired of automotive mediocrity.

If you want a car that feels like it was built this decade—not the last one—the new Korean lineup is for you. Hyundai and Kia are offering EVs that don’t make you compromise, sedans that don’t bore you to death, and SUVs with actual personality.

They’re not chasing badges or nostalgia. They’re building what the market actually wants. And they’re doing it faster than most automakers can schedule a PowerPoint meeting.

What’s the Long-Term Significance Here?

This is about more than a few good cars.

It’s about a paradigm shift. Korea is showing what happens when you combine government support, corporate ambition, and a genuine desire to challenge the status quo. The country that once licensed designs from Mitsubishi is now outpacing Germany in EV infrastructure and teaching Detroit how to build factories.

And while the West dithers over tariffs, legacy platforms, and what to do with all those old V6s, Korea is laser-focused on what’s next—solid-state batteries, hydrogen trucks, AI-driven manufacturing, and software-defined vehicles.

Final Thoughts: Lessons from Seoul

Korea didn’t get here overnight. It took decades of quiet progress, design refinement, and some very public missteps (we see you, exploding engines). But now, the nation’s automakers are commanding global respect—and pushing competitors to raise their game.

So what can the rest of the industry learn?

Stop chasing shareholder-friendly nostalgia. Start embracing efficiency, transparency, and actual consumer needs. And maybe, just maybe, take a good long look at the Kia EV6 before you greenlight another badge-engineered crossover.

Because in the race for automotive excellence, Korea isn’t catching up anymore. They’re setting the pace.

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