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EVs Make a Comeback, but SUVs Still Rule the Road in the U.S.

The spring of 2026 has turned the auto industry on its head. The electric automobile, pronounced dead on arrival, has miraculously seen a rebirth. EV owners, until very recently shocked at the low prices their cars were bringing at resale time, now might be wise to hold out for higher bidders. On platforms like Cars.com and Autotrader, online searches for new electric cars and hybrids rose more than 20 percent in March from the previous month. And used EV interest rose 54 percent in March, says Robb Report.

Even if you haven’t previously considered an EV, the fact of $4.50 a gallon gas might change your thinking. Here are some new cars I’ve driven recently, starting with the EVs:

2026 Hyundai IONIQ 9 Limited. Three-row EVs are taking off, and we’d have some serious competition in this category if Chinese cars were sold in the U.S. The Zeekr 009, for instance, is simply awesome—three rows with reclining massage seats, plus 4.5-second zero to 60 times.

We still have pretty good choices, though. The Kia EV9, Lucid Gravity, Cadillac Vistiq and Escalade iQ, Tesla Model Y (the bestselling car in the world!), Rivian R1S, and more.

The IONIQ 9 is based on the Hyundai/Kia E-GMP platform and is built (along with the IONIQ 5) in the U.S. at the giant Metaplant near Savannah, Georgia. I saw both models being built recently. The 9, in six- or seven-passenger versions, is basically the same size as the Palisade SUV, but it won’t kill you at the gas pumps. There are multiple versions of this electric SUV, all of them with a 110.3-kWh battery pack. Two are all-wheel drive versions with 303 horsepower, and there’s one single-motor iteration with 215 horsepower and the most range—335 miles. There’s also a Performance AWD model that puts out an impressive 422 horsepower.

I like this very versatile vehicle a lot—it’s basically the best of both worlds, a hugely useful transporter for the whole family with zero emissions and great range.

Volkswagen ID.4 AWD Pro. The ID.4 has been around for a while, at one time placing high on the EV sales charts. Today, in Pro AWD form it’s an electric SUV with two motors, an 82-kWh battery pack, and 291 miles of range. The MSRP starts at $45,095. A big plus is that the ID.4 comes with a two-year free pass to Electrify America’s large charging network.

I’ve talked to ID.4 owners who love their cars. The dual-motor configuration definitely gives the car some scoot—4.8 to 5.4 seconds to 60. The new ones have improved fast-charging abilities, 10 to 80 percent in 30 minutes. I found this an easy car to live with, and I’d settle for a base model. These are used-car bargains now. I’m seeing used 2023 examples for $21,000.

The combination of weak EV demand and the ID.4’s long time on the market (since 2021) hasn’t helped VW’s bottom line. Sales of the ID.4 were down 95.6 percent in the first quarter of 2026 versus the same period last year. The ID. Buzz, a unsuccessful EV retro version of the Microbus, is skipping the 2026 model year but may be back.

Lexus RX 450h+ Luxury. Buyers who wouldn’t consider a battery EV are taking a second look at plug-in hybrids (PHEVs) such as the 2026 Lexus NX 450h+. The combination here is a 2.5-liter four from the Toyota hybrid stable that pairs with electric motors and an 18.1-kWh battery for 304 horsepower, a 37-mile EV range and zero to 60 n six seconds. That translates to 84 MPGe combined, with no worries about having to find a charging station.

Some PHEV owners never get around to plugging their cars in, which is a shame, because entries like this one can mostly run electric—the average commuter only travels 35 miles per day, well within this car’s battery range. No need to find fast charging—on Level Two, the relatively small battery pack is full up in three hours.

The base Luxury model is around $61,740, with the F SPORT trim at $67,000. These cars are a bit large for my taste, but the interior is a nice place to be with quality materials throughout, a 14-inch touchscreen that hooked up to Apple CarPlay without a lot of fuss, and voice commands that actually seemed to work. The high price is probably deterring some would-be customers.

Audi SQ5 Prestige. This sporty SUV is available in either standard or Sportback form (as above), and as tested in the upmarket Prestige trim the price of entry is a heady $72,595. The emphasis is on the sporty, since power comes from a turbo three-liter V-6 that generates a mighty 362 horsepower and 406 pound-feet of torque. The older SQ5s had an eight-speed automatic, but that’s been replaced by a seven-speed dual-clutch iteration. With these cars, Quattro AWD is standard, as is adaptive air suspension.

People who want this kind of performance are probably better off in a sedan, but Audi tilts this one to trail seekers, with either Balanced or Offroad Plus drive modes. But driven on pavement it can reach 60 mph in just over four seconds. The interior of our test car was dominated by dark quilted leather, in the German manner. The car was amusing to drive, and the acceleration was truly impressive. Oddly, similar performance could be obtained by many lower-priced EVs. That kind of stands the “EVs are expensive” thing on its head, doesn’t it?

2026 Mazda CX-30 Turbo Aire Edition. The CX-30 is in a crowded SUV field (premium subcompact crossover), where it’s hard to stick out from the crowd. It’s powered by a SKYACTIV-G 2.5-liter, 250-horsepower turbo four, and the Turbo Aire version adds unique white leatherette seats with grey suede inserts, as well as a black signature wing and roof rails, plus 18-inch alloy wheels. The price is an affordable $34,410 to $37,240—it’s a fair amount of car for the money.

The CX-30 is docked for mediocre fuel economy—25 mpg combined, and for favor premium fuel (regular cuts the power to 227 horsepower). Given sticker shock at the pumps, fuel economy matters these days.

Genesis G90 3.5T AWD. I’m a big fan of Genesis’ offerings, which do luxury the right way. The G90 is the top of the heap. And note that it’s the only sedan in this listing! The flagship model comes with a standard twin-turbo V-6 producing 375 horsepower, but an intriguing 409-horsepower 3.5-liter E-Supercharger mild hybrid 48-volt version is available. Cosseting air suspension and AWD are standard. If you really want to trick it out, you’d opt for the Prestige Black trim, which adds 21-inch wheels, cosseting massage seats, and the deluxe Bang & Olufsen infotainment system. There’s a “mood curator” system that automatically adjusts lighting, seat massage, the sound system and the curtains to create interior atmospheres that either keep you awake or relaxes you. It can be customized via the infotainment screen.

Genesis tends to make luxury more affordable, but that’s relative and the G90 is never going to be confused with an economy car. It starts at $92,700 in base form, and goes all the way up to $105,750 with the E-Supercharger and Black trim.

Save a bit of money with the only slightly less luxurious 2026 Genesis GV80 3.5T Prestige AWD we also tested. It has an initial MSRP of $82,330, with much the same power on tap, 22-inch wheels and Nappa leather.

2026 Volkswagen Taos SEL 4MOTION. Speaking of top tier, this is the ultimate iteration of the VW Taos subcompact SUV, and in keeping with the brand’s image it still comes in as affordable (starting at $35,900).

The Taos has relatively modest power—a 174-horsepower 1.5-liter turbo engine with 174 horsepower (up from 158) and 184 pound-feet of torque, paired to an eight-speed automatic. The SEL 4MOTION AWD offers very upscale accommodations for the price, including 19-inch wheels, eight-inch touchscreen with BeatsAudio sound, and premium Vienna leather seats with heating and ventilation. But again, it’s in a very crowded field. The safety suite is impressive, as is the cargo area—up to 60.2 cubic feet with the second row folded.

Considering the restrained output, it would be nice if the Taos’ fuel economy was stellar, but its 28 mpg combined is not all that much better than the much more powerful Mazda CX-30 noted above. VW needs a killer model. Its first quarter 2026 sales dropped up to 20.5 percent from Q1 in 2025.

2025 Toyota 4Runner TrailHunter. When I saw the snorkel, I knew that this was a model for really serious trail hunters. Or river forders. I don’t count myself in that number—pavement was invented for a reason—so the charms of this model, cumbersome around town, were somewhat lost on me. Still, I can enumerate them here.

It’s truly impressive that the Japanese have been able to adapt to American tastes, including that weird desire to go “off road”—or at least have the potential to do so. They must shake their heads on the assembly line in Japan.

The TrailHunter comes with a 326 horsepower i-FORCE MAX 2.4-liter turbocharged hybrid drivetrain, generating 326 horsepower and a stump-pulling 465 pound-feet of torque. All those consumers with stumps to pull should take note, as well as those with 6,000 pounds to tow. The AWD is full time, with a locking rear differential. This is 5,500 pounds of SUV, so the 23 mpg combined is not surprising.

The equipment list includes recovery hooks, skid plates to protect the undercarriage, a high-clearance front bumper, the afore-mentioned snorkel that allows the engine to breathe when the car is half submerged, and rock rails. An air compressor is standard, and there are auxiliary switches for add-on accessories. Cargo capacity is impressive, at 42.6 cubic feet behind the second row.

Exploring Michelin World, From New York to DC Via EV

The premise was simple enough: My wife and I would drive a Genesis GV70 Electrified equipped with Michelin’s new CrossClimate2 all-season tires from New York City to Washington, D.C., stopping at Michelin-rated hotels and restaurants. Not a bad way to spend a weekend, right?

The Genesis GV70 Electrified was our steed for Michelin’s long-distance East Coast EV trip. (Genesis photo)

It proved to be quite an adventure December 6 to 8. The car, a big, luxurious and roomy SUV, arrived with approximately 170 miles of range. That was no problem for the first leg of the trip, 50 miles from Connecticut to the two-key Michelin Nine Orchard Hotel (a former bank, and quite opulent) in the Dimes Square neighborhood near Chinatown on the Lower East Side of Manhattan. When you’re driving an EV you notice other ones, and we couldn’t miss a CyberTruck ahead of us, and a Chevy Bolt too. We passed several rest areas, noting that the chargers there were often fully engaged.

A comfortable place to be. (Genesis photo)

The Delancey and Essex Municipal Garage was a 10-minute walk to the hotel, and it had EV charging. Luckily, one bay was free, and the cord reached. It was 240-volt Level Two, but that wasn’t a problem because we were leaving the car for the night. We loaded the EVConnect app and were charged in the morning, with a $5.05 bill, plus $50 for the parking.

Our room at 9 Orchard.

Dinner that night was at chef Dan Barber’s Family Meal at Blue Hill, with one Michelin star. This is the urban outpost of Blue Hill at Stone Barns, a farm-to-table enterprise in Tarrytown, New York. Many of the featured fresh vegetables come from the farm.

The second course at Family Meal at Blue Hill.

The four-course menu was set, without choices (except for allergies), but we were delighted with those selections. After a mushroom soup featuring apples, chestnuts and lovage, the second course may have been our favorite: a trio of yellowfin tuna, mackerel, and lobster dishes. The Barber wheat flatbread (made from grain grown especially for the restaurant) and the salad of brassicas with Morton lentils, sesame and sunflower impressed us as well. There were four wines, and an apple aperitif. We left in a not-your-average-Thanksgiving food coma. 

Breakfast at 9 Orchard.

After breakfast under the vaulted ceiling of the former bank lobby, we collected the car with 217 miles showing.

The vaulted ceiling at 9 Orchard. It’s a former bank.

It’s four hours to DC from New York, through New Jersey, Delaware and Maryland. We wanted to make it as far as we could, so stopped at the Chesapeake rest area in Maryland with only 50 miles of range left.

The Combined Charging System (CCS) chargers said Electric Vehicle Institute on them, and only one of four was occupied. At 47 kilowatts, it took about an hour to charge. We got coffee.

Our arrival into the wharf area of Washington, DC SW coincided with a boat parade on the Potomac, apparently a major attraction because it was vehicle gridlock and wall-to-wall people. It took 15 minutes to make a left turn. The self-parking garage had EV charging, one space remained, and the cord stretched. The charging, Level 2 (again, fine for overnight), was free, but the parking cost $60 for one night.

The Pendry Hotel at the Wharf, Washington, DC. (Pendry photo)

The Pendry hotel (with one Michelin key) in the popular Wharf shopping area along the river was hopping with life, but we had to move quickly to make our reservation at Rania, a highly inventive one-Michelin star Indian restaurant off Pennsylvania Avenue.

The travelers on the Mall in DC.

The walk, in the kind of chill that only the canyons of DC can generate, took us right through the historic Mall, with the Washington Monument on one side and the Capitol building on the other.

Delicacies at Rania.

Again, it was a four-course menu, with two choices for each course. We love Indian food and found Rania’s approach to be really creative. Our favorite flavors were there, but the dishes featured many nouvelle cuisine innovations (so the menu told us). We ordered so we could sample everything. Some of our favorites included: shiso leaf chaat with white pea ragda and sorrel chutney, lamb belly kebab with chickpea cheela and kashumber; and the red pepper makhani that accompanied Tandoori squab. My wife chose her favorite Kingfisher beer, and I opted for Sauvignon Blanc to wash things down.

The apple dessert with ice cream at Rania.

We made a quick stop in Alexandria, Virginia to meet a friend in the morning, and hit the highway with a full charge. Our thinking was to get to New Jersey for lunch and a quick charge before heading home to Connecticut. This is where the plans went awry.

EVgo chargers at the Molly Pitcher rest area in Cranbury, New Jersey, circa 2017. (EVgo photo)

At the Joyce Kilmer rest area on the Jersey Turnpike, the CCS fast chargers were out of order. PlugShare informed us, “The chargers at this location are being removed as part of EVgo ReNew, a comprehensive maintenance program in which we are working to replace, upgrade, or in some cases retire stations over the coming year to enhance charger availability and build range confidence. We apologize for any inconvenience.” This was devastating news.

At the James Fenimore Cooper service area in Mount Laurel Township, the off-line CCS chargers had a very forbidding wire fence around them. But there were a multitude of available Tesla chargers, and we had a Lectron adapter that supposedly would allow us to use them. Unfortunately, the Tesla app refused to acknowledge that there were Superchargers nearby, and the charge was a no-go. Scanning the PlugShare app revealed not only that the other CCSs on the Turnpike were disabled, but that a lot of people were seething about it. Tesla drivers had no problem at all.

Teslas use the North American Charging Standard (NACS) plugs. A Genesis spokeswoman told me, “Our EVs will come standard with a NACS port starting with the 2026 model year. They will also have available CCS adapters.”

But that’s then. Our only choice in December 2024 was to get off the highway. In an odd coincidence, the nearest charger was at an office park where my wife once worked. It was five miles away. The ChargePoint charger there had a Chevy Bolt connected, but there were two wands and we connected the other one and got a charge going. Alas, it was Level 2 with an 11-hour charge time, and since we only had 50 miles of range at that point it wasn’t really a solution.

EVgo charging at the Quaker Bridge Mall. It worked, but there were long lines to get hooked up.

The app revealed that the Quaker Bridge Mall 10 miles away supposedly had two free Electrify America (EA) CCS chargers. It had them, all right, but not free. There were four, one was out of order, and three cars (Hyundai Ioniq 5, VW ID.4, Mustang Mach E) were waiting for the three that were working. There were EVgo chargers, too, but also with long lines.

It was going to be a long night. We waited in our car, not wanting to lose our place, and 45 minutes later we got our chance at one of the EA stations. The charge was fast, at 197 kilowatts, and we were delivered 67 kilowatt-hours of electricity in about 35 minutes, yielding a 97 percent charge and more than 250 miles of range. The catch was the price—56 cents per kilowatt-hour, resulting in a bill of $40.06. Wow, that’s like paying at the gas station. But we really wanted to get back on the road, so it was worth it.

A spokesman for the New Jersey Turnpike Authority, who preferred not to give his name, explained that the service areas are run by Apple Green, which had a contract until last January with EVgo to provide CCS charging. “But Apple Green decided it wanted to put in its own Level Three chargers and infrastructure, and that’s in the process now. We’re trying to get those chargers up!” He said that other states have issues too, adding that he encountered “40 Teslas lined up” at available chargers on a drive up the New York State Thruway.

We arrived back home at around 8:30 p.m., more than two hours later than we’d anticipated. Both the car and those CrossClimate2 tires, designed for SUVs, did well. The tires are “engineered EV-ready,” and while their wet braking and snow traction merits didn’t get tested, their reported longevity is appreciated. Some low-rolling resistance tires that are original equipment on EVs haven’t performed well, especially in terms of lifespan and grip in the wet. Consumer Reports recently rated the CrossClimate2 first among all-season SUV tires and projected that the 18-inchers would last 95,000 miles at a cost of 26.7 cents per mile. The Michelins were very quiet in operation, as was the car itself.

The Genesis Electrified GV70 is a contender among larger EVs, though the $75,750 bottom line for the 2025 model tested was a bit daunting. A $4,800 prestige package (Nappa leather, suede headliner, heated second row, heated steering wheel, Lexicon stereo) added $6,800 of that.

Some 483 horsepower is on tap via twin 160-kilowatt motors. Big as it is, The GV70 can sprint to 60 mph in 3.8 seconds. That was great for passing trucks, and overall the EV handled very well for a big vehicle. The GV70’s battery holds 77.4-kilowatt-hours. A few more miles of range wouldn’t have made much of a difference in the problems we encountered in New Jersey.

There are a few EVs, such as the Lucid Air Grand Touring (512 miles of range) that could have made the whole trip without stopping, but most EVs are around 300 and would need to stop at least once. And that’s where the peril lies. The highway charging network has made great strides in the last few years but—unlike the menus at Michelin-starred restaurants—it’s not a glorious experience yet.

Driving the New SUVs–And More. The Competition is Fierce.

It’s tough out there. Automakers know they have to concentrate on SUVs, because that’s all people will buy (well, trucks too) but the competition is fierce. Hence an SUV has to be extra special to stand out from the crowd.

2025 Genesis GV80 Coupe

One that does exactly that is the 2025 Genesis GV80 Coupe AWD 3.5T Sport Prestige currently under test. The fit and finish of this car, with heated and cooled Nappa leather seats, was just impressive, and the tester was the electronically supercharged model that extracts 409 horsepower and 405 pound-feet of torque from 3.5 liters. The standard engine in this car is a 375-horsepower twin turbo.

And this is one of the few vehicles on the market that comes with advanced rear-occupant protection that can detect a baby’s breath in the second row. It’s big, though, and required a plus-size parking spot in New York City.

The styling is by necessity a bit awkward, given the challenge of turning a four-door boxy SUV into a coupe, but Genesis did their best with what they had. The GV80 Coupe is pricey, though, at $88,630 as tested. Fuel economy, as expected, isn’t great, 22 mpg on the highway, 18 in town.

2024 Volkswagen Atlas 2.0T SE

This car was refreshed for 2024, receiving new front interior, new taillights and a revised interior. The V-6 option is out of the lineup. They’re all four-cylinder models now. But the turbo four produces 269 horsepower and 273 pound-feet of torque, and when coupled to an eight-speed automatic yields a 7.5-second zero to 60 time. It’s not the problem.

The interior is nice looking and airy, but as with the GTi recently driven it has a really challenging infotainment system that requires going through a lot of screens and menus to do just about everything. I really, really want a volume control knob. The touch-sensitive controls, when you get to them, aren’t very touch sensitive.

Fuel economy is pretty crummy, 22 mpg combined. In the end, this is not a standout family SUV, more’s the pity.

2024 Mazda Mazda3 Sedan Turbo Premium Plus

It was a relief to step into that endangered species, an actual sedan. The tester was at the top of the Mazda3 range, selling for $37,065 with the SKYACTIV 2.5-liter turbo engine and all-wheel drive. It’s a very competent little driver car, with 227 horsepower and 310 pound-feet of torque on offer. It can achieve an impressive 5.6-second zero to 60 run. BMW should be scared by cars like this one, but I doubt it gives Mazda much thought.

Sedans generally trump SUVs in fuel economy, and this one achieves 32 mpg on the highway (27 combined). It has Mazda’s generally quality high level—nothing fell off, and it probably won’t if you buy one.

If you really want to save money, start with the base model at $25,135. Changes on this car for 2025 include the base model in sedan or hatch form, and with any model above base there’s the capacity to talk to Alexa. Want Bose? Upgrade to Premium or Turbo Premium Plus, where it’s standard. Sounded good, too.

Also tested from Mazda was the 2025 Mazda CX-50 Turbo Meridian Edition, and it was a solid entry that was relaxing to drive on a long trip. For $42,670 (as tested) it wasn’t a bad buy. Under the hood is a 2.5-liter engine with twin turbos and 227 horsepower with 310 pound-feet of torque.

The Meridian as tested featured leather seats, auto-dimming headlights, a moonroof, dual-zone climate and a 12-speaker Bose setup. Not bad for the price. I bought a Miata instead, but so did every other auto journalist in the world.

2024 Volvo C40 Recharge Single-Motor Ultimate

I find myself frequently recommending the single-motor of today’s electric cars, because they’re cheaper and have greater range. The price is important, because even the single motor starts at $54,895. It has rear-wheel drive, and even without the second motor can hit 60 mph in 6.6 seconds. But with the twin motor you get an eye-popping 402 horsepower, 4.4-second times, and more performance cred.

All of the single motors get a 79 kilowatt-hour (75 kWh usable) battery pack, and range that’s a decent 297 miles (less if you drive mostly on highways). Recharging can be achieved at a fast 480-volt station 10-80 percent in 28 minutes.

The Volvo and its Polestar near-relatives are very competent EVs (the Scandinavian modern interiors stand out) that would be more competitive at slightly lower price points. In other Volvo EV news, the company has teamed up with Starbucks to add 50 fast chargers at 15 locations along the 1,350-mile corridor between Denver and Seattle to “make EV charging as easy as getting coffee.” Since you can recharge there in 28 minutes, they have a point. “While their vehicles are recharging outside, drivers and their passengers can relax comfortably inside with their favorite Starbucks beverage,” Volvo says.

2024 Volvo V60 Cross Country B5 AWD Ultimate

Volvo is to be praised for keeping station wagons in the lineup. Audi has a wonderful S5 Avant model coming out, but Americans won’t be getting it. It’s our own fault—we’ve rejected the format pretty definitively. Not me, though. I’ve owned station wagons made by Plymouth, Mercedes, Volvo and more.

The V60 Cross Country is an upscale wagon, priced at $62,075 as tested. Power comes from a two-liter turbocharged and direct-injected four that manages to generate 247 horsepower and 258 pound-feet of torque.

The other version of the V60 is a Polestar-engineered plug-in hybrid with sticker shock at $72,445. Both of them are opulently appointed, but the Cross Country has some vague SUV styling cues and an unnecessary lifted ride height. Will the camouflage be enough to fool buyers who hate station wagons?

My neighbor has a V60 and loves it. He even named it “Lars.” I like that these wagons have definite family ties to the old 122S I owned for 20 years. Some of the Volvo SUVs, not so much.