Like the little Avenger, the Wagoneer S makes use of one of parent company Stellantis’ purpose-built EV platforms, one shared with the growly-sounding Dodge Charger. At 192.4 inches (4,886 mm) long, 74.8 inches (1,900 mm) wide, and 64.8 inches (1,645 mm) tall, it’s a little larger than cars like the BMW iX3 or Audi Q6 e-tron but a little smaller than domestically designed rivals like the Cadillac Lyriq and Acura ZDX, which have particularly long wheelbases.

I find it a rather handsome car, one that has to marry Jeep’s Wagoneer styling cues with as many wind-smoothing and air-shaping elements as possible. The way the rear wing juts out above the tailgate window reminds me of a ’90s rally hatchback, but it’s the product of the designers and the engineers working on drag reduction. The overall drag coefficient is 0.29, and since Jeep actually publishes the frontal area, too, I can tell you the more important CdA number—where drag is multiplied by the frontal area—is 8.67 sq ft (0.805 m²).

Between the wheels lives a 100.5 kWh lithium-ion battery pack, which translates to 294 miles (473 km) of range, according to the EPA test cycle. When Ars first drove the Wagoneer S in early 2025, it was the more powerful (more expensive) Launch Edition. In mid-December, we spent a week with the $65,200 Wagoneer S Limited, which still boasts 500 hp (400 kW) and 524 lb-ft (710 Nm) from its pair of electric motors. (The Launch Edition uses a pair of equally powerful front and rear drive units, and the Limited uses a less-powerful front unit, giving away 100 hp (75 kW) in the process.)

The post This one could use less power: The Jeep Wagoneer S EV appeared first on MASSIVE News.

Other upgrades

To handle the 61 hp (45.5 kW) of additional power over the outgoing car, the new Turbo S features 10 mm wider tires at the rear—sticky Pirelli P Zero Rs to be exact. Porsche also outfitted a new form of active suspension to the Turbo S, which uses one of the pumps from the Panamera’s trick new Active Ride suspension to drive actuators at each of the car’s four corners.

By raising or lowering pressure, the 911 Turbo S effectively varies the stiffness of its anti-rollbars, resulting in a cushier ride for daily driving and a more aggressive one in Sport or Sport Plus. The feeling of the Turbo S is never exactly plush—those low-profile tires aren’t ideal for that—but neither is it harsh. I felt quite comfortable cruising over the broken Malagan asphalt, making this an ideal daily driver.

I didn’t even mind the soft-top convertible in the Cabriolet, which raises and lowers quickly and, even at highway speed, doesn’t add much road noise to the equation. Still, if I were buying, I’d go coupe instead of Cabriolet, if only for the extra headroom and cleaner styling.

I won’t be buying, though, because I can’t afford one. The 2026 Porsche 911 Turbo S starts at $270,300 for the coupe or $284,300 for the soft-top Cabriolet, plus a $2,350 destination fee. That’s for a reasonably well-equipped car, including the new active suspension and carbon-ceramic brakes, but start digging into the options catalogue or ponder the expanded palette in Porsche’s Paint to Sample lines, and you’ll quickly find yourself on the painful side of $300,000. That’s a mighty amount of money for a 911, a whopping $40,000 MSRP increase over last year’s model, but given the wild level of engineering required to deliver this much power and responsiveness, it doesn’t feel completely out of line.

The post Porsche’s 2026 911 Turbo S is a ballistic, twin-turbo, 701-horsepower monster appeared first on MASSIVE News.

Having a jog dial to interact with the infotainment is a plus in terms of driver distraction, but that’s immediately negated by having to use a touchscreen for the climate controls.

Beyond those gripes, the dark leather and contrast stitching look and feel good, and I appreciate the way the driver’s seat side bolsters hug you a little tighter when you switch into Sport mode or accelerate hard in one of the other modes. Our week with the Genesis GV80 coincided with some below-freezing weather, and I was glad to find that the seat heaters got warm very quickly—within a block of leaving the house, in fact.

I was also grateful for the fact that the center console armrest warms up when you turn on your seat heater—I’m not sure I’ve come across that feature in a car until now.

Tempting the former boss of BMW’s M division, Albert Biermann, away to set up Genesis’ vehicle dynamics department was also a good move. Biermann has been retired for a while now, but he evidently passed on some skills before that happened. The GV80 Coupe is particularly well-damped and won’t bounce you around in your seat over low-speed obstacles like potholes or speed bumps that, in other SUVs, can result in the occupants being shaken from side to side in their seats.

The post The 2025 Genesis GV80 Coupe proves to be a real crowd-pleaser appeared first on MASSIVE News.