View Exterior Photos of the 2025 Volkswagen Tiguan
Read the Full Review | See Interior Photos
The 2025 Volkswagen Tiguan has a new look on the outside that's less like the Atlas, its blockier big brother.
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Motor 1
2 hours ago
- Motor 1
Mercedes-AMG CLE53 Cabriolet: The Good and the Bad
These days, convertibles are a rare breed, let alone convertibles with actual performance to boot. Most of them died decades ago, never to be seen again. The 2025 Mercedes-AMG CLE53 Cabriolet, then, is one of the last examples of a dying breed. The CLE53 has all the qualities that make a mid-range AMG great: A silky smooth engine, excellent cornering abilities, and a luxurious cabin loaded with technology. Add to that unlimited headroom, and Mercedes-AMG managed to produce a genuinely fun, open-top performance car. Not many automakers can say they still have one of those. Quick Specs 2025 Mercedes-AMG CLE53 Cabriolet Engine Turbocharged 3.0-Liter Inline-Six Hybrid Output 443 Horsepower / 413 Pound-Feet 0-60 MPH 4.4 Seconds Base Price / As Tested $83,750 / $93,150 (est.) The Good Photo by: Jeff Perez / Motor1 Lovely Powertrain Excellent Cornering Abilities Premium Cabin No Roof Convertible or not, the CLE53's powertrain is sublime. The turbocharged 3.0-liter inline-six mild-hybrid setup makes 443 horsepower and 413 pound-feet of torque, which sends the sporty convertible to 60 miles per hour in a respectable 4.4 seconds (or 4.2 seconds with the optional Race Start package, which includes launch control). The top speed is limited to 155 mph. It's managed via a nine-speed automatic transmission, and power is sent to all four wheels. It's a punchy setup. The CLE53 Cab rips off the line and races to 60 with impressive acceleration. There's an immediate burst of torque from the mild-hybrid setup, while the inline-six is sumptuously smooth up to redline. The nine-speed shifts quickly, responding at a moment's notice when you tug at the paddles. In the corners, the CLE53 exhibits excellent body control. The suspension is tight and the steering is quick; Mercedes added a good bit of extra rigidity to the chassis to make up for the lost roof, and it works wonders. Photo by: Jeff Perez / Motor1 Photo by: Jeff Perez / Motor1 If you've been in any modern Mercedes, the CLE53's cabin should look familiar. There's a 12.3-inch digital instrument cluster ahead of the steering wheel and an 11.9-inch touchscreen on the dash, both running the latest version of the brand's MBUX software. No Hyperscreen , thankfully. One thing you'll get in the CLE53 Cabrio that you won't find in any of Benz's hardtops is the ability to tilt the screen to avoid glare. The CLE53's screen tilts at up to 40 degrees to keep your view unobstructed, even in the brightest environments. It's a pretty neat feature. The Bad Photo by: Jeff Perez / Motor1 A Little Stiff Clunky Software For as expertly as the suspension handles tight corners, it can be a little rocky for everyday use. In either Sport or Sport+ mode, the ride stiffens up and sends more of those road imperfections to your rump. Every piece of broken pavement is transmitted to your backside; thankfully, Comfort mode tones down the ride harshness significantly. On the infotainment side, MBUX works well enough, with a clean home screen and crisp, modern graphics. But don't go digging too deep into the screen while driving. There are so many options that trying to access even basic functions while on the move is a dangerous task. Otherwise, it's hard to find fault with the CLE53 Cab. At $83,750 to start, it's certainly not cheap, asking more than the 386-hp BMW M440i Convertible ($74,225). But the Benz is significantly less than the BMW M4 Competition droptop ($97,175). In that respect, you won't find much better for the price. Competitors BMW M440i Convertible More Pros And Cons GMC Hummer EV 3X: The Good and the Bad Ram 1500 RHO: The Good and the Bad 2025 Mercedes-AMG CLE53 Cabriolet Engine Turbocharged 3.0-Liter Inline-Six Mild-Hybrid Output 443 Horsepower / 413 Pound-Feet Transmission Nine-Speed Automatic Drive Type All-Wheel Drive Speed 0-60 MPH 4.2 / 4.4 Seconds Maximum speed 155 Miles Per Hour Weight 4,597 Pounds Efficiency 19 City / 26 Highway / 22 Combined Seating Capacity 4 Cargo Volume 9.6 Cubic Feet Base Price $83,750 As-Tested Price $93,150 (est.) On Sale Now Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
Motor Trend
3 hours ago
- Motor Trend
2025 Nissan Armada Platinum Reserve First Test: Do You Really Need the Infiniti Version?
Pros Luxury for less ProPilot Assist 2.1 is great Powerful engine Cons Thirsty engine Small third-row seat Still nearly $90,000 The 2025 Nissan Armada is all-new, but it remains related to the Infiniti QX80. As with, say, a Chevrolet Tahoe and Cadillac's Escalade, there are obvious mechanical links between the Nissan and Infiniti, but unlike those (and other mainstream SUVs with luxurious relatives), there exists some overlap between the Armada and the QX80—if you opt for the fancy Platinum Reserve trim level tested here. The nicest Armada available offers such overtly luxurious amenities that you might wonder if Nissan's marketing department has gone to war with Infiniti's. And when you look at the Armada Platinum Reserve's price, you really start to question if you should bother looking at the Infiniti QX80 at all. 0:00 / 0:00 For the 2025 model year, the Nissan Armada is a mostly new machine. It's slightly larger, wears buff new bodywork, sits on a new platform, and drops the old model's V-8 engine in favor of a more modern twin-turbo 3.5-liter V-6. While the loss of two cylinders and some displacement might seem like downgrades on paper, the reality is that the V-6 makes 25 more horsepower and 103 lb-ft more torque than last year's naturally aspirated V-8. It also trades its seven-speed automatic transmission for a nine-speed auto for improved acceleration and better fuel efficiency. This combination is good to tow up to 8,500 pounds, and the Armada includes a Class 4 tow hitch and seven-pin harness preinstalled. Both the Platinum Reserve and the Pro-4X include an integrated trailer brake controller, as well as a new-to-Nissan Trailer Blind Spot Monitoring system, which can check your blind spots (trailer included) after inputting the length of the trailer in the system configuration, but that extra visibility is limited to 33 feet. This is part of the latest camera system on the Armada that includes the 3D around-view monitor, invisible hood view, and front wide view—a wide-angle front camera to let you see ahead of your bumper to keep from hitting parked cars, buildings, curbs, and other roadway obstacles at low speeds. A particularly useful feature on the rather large Armada. Steering wise, the new Armada drops the electrohydraulic power steering for a fully electric rack, allowing the 2025 Armada to have a quicker steering ratio and not feel like you're constantly moving the wheel just to park it in a space or garage. Further, you gain wireless Android Auto and Apple CarPlay on all Armadas, and the SL and higher trim levels feature wireless device charging in the center console. Helping put the Platinum Reserve on top of the Armada lineup is a Klipsch premium audio system with 12 speakers plus a subwoofer and a 600-watt amplifier. Helping the Platinum Reserve overlap with the QX80 is pretty much everything else this loaded SUV comes with, all of which also is offered on the Infiniti, including a new air suspension, the same twin-turbo V-6, and more. My, What Nice Stuff You Have One Armada feature that especially will catch your attention is the ProPilot Assist 2.1 system that allows hands-free driving. First, while standard on this version of the Armada, in order to get equivalent tech on the QX80 you must step up to its second trim level, the QX80 Luxe. A win for the Platinum Reserve, to be sure, though the less capable but still decent 1.1 system is available elsewhere in the Armada family, including the Pro4X off-road version we've tested previously. ProPilot is one of the smoothest-braking semi-autonomous systems we've experienced, and it is so deft that you don't realize it's hitting the brakes. Rather, it feels like it's just letting off the gas and using the natural engine compression to slow the big Armada down. But no, it's applying the brakes and slowing down quite smoothly and wonderfully in response to traffic or obstacles ahead. It also seems very competent at driving itself around the SoCal interstates and freeways surrounding MotorTrend's L.A. headquarters, easily dealing with drivers cutting us off and stop-and-go traffic. It never wants to brake aggressively, so it is smooth and confidence-inspiring in operation. While it does feel like it holds to the left of the lane a little too much, it's also not the worst offender in doing this and is mostly centered within our point of view behind the wheel. Again, that this fatigue-reducing driver assist is standard as part of the NissanConnect three-year free trial period is a wow factor for the Nissan. Like other limited hands-free systems, there are only certain roadways it will work on and after three years, you'll need to pay to keep those 'HD maps' up to date. New Tech, New Spaciousness The new Armada's 14.3-inch 'monolith' digital instrument panel is very bright at night and, when set at its brightest, can almost drown out the head-up display projected onto the windshield. But there is some good news: You can turn that brightness down without digging around in several pages of menus hunting for the darn thing. With more and more vehicle controls industry-wide being buried in more and more menus, having something as critical as instrument screen brightness still handled by a touch button on the dash is a welcome change. You'll find it right on the panel, and it's obvious when you look at it because the steering wheel doesn't obscure it. Simplicity can equal luxury, it turns out! We will say we're not the biggest fans of pushbutton gear selectors and would rather have a lever or a dial. We understand why Nissan did it—Lincoln, for example, has similar controls in the Navigator full-size SUV, too—we're just not fans of it. A column shifter would achieve the same console-space-saving goals, though we get that buttons are easier to design around than a physical shifter, and that allows for a cleaner and more open interior design. It's also nice to have a power telescoping and tilt function steering column. Hopping into the captain's chair in the second row is a very comfortable experience for this over 6-feet-tall writer, but those seats are not powered. It's all manual, but having the ability to slide the middle seat back and forth is still a nice way to share available legroom. It's all the same leather material for the front and rear seats, too. The rear seats feature their own climate control system with heated seats, and both second-row passengers can power their devices using the two USB C ports or the 12-volt port on the back of the center console. The third row is still tight for anyone other than small children even with the second-row seat fully forward, but those rearmost seats power-fold up and down with a switch in the cargo area. There are two fold-down buttons for the second-row seat backs but getting them back up remains a manual matter. Overall, we really don't have any other major complaints about the Armada's packaging. It's a great but huge vehicle, and parking is a struggle for street parking in the city. But that's where the 360 cameras come in so handy, and we wish more vehicles came standard with one. It helps so much when you're trying to park a huge monster of a truck like the Armada and make sure you don't curb those expensive 22-inch aluminum wheels. Smaller Engine, Similar Performance Drive the 2025 Armada Platinum Reserve, and you might come away surprised it's powered by a 3.5-liter twin-turbo V-6 (that is, if no one told you what was under the hood). Despite this fully loaded Platinum Reserve's 6,082-pound curb weight, that smaller engine helps the SUV get around with ease thanks to its 516 lb-ft of torque, which arrives at just 3,600 rpm. You'll be able to merge smoothly thanks to its 6.3-second 0–60-mph capability, which trails the last-generation, V-8-powered Armada Platinum (we last tested one in 2022) by 0.1 second. Wait, the new Armada is … slower? If only just—but remember, the old one was about a hundred pounds lighter. Nevertheless, the V-6 feels far less winded when pushed than the 5.6-liter V-8 it replaces, impressive given its size. And beyond 60 mph, the turbo engine catches up, posting a quicker 14.7-second quarter-mile time (0.1 second better than the 2022 Armada) at a faster 95.0 mph (versus 94.2 mph). The new Armada also stops shorter from 60 mph (in 121 feet versus 124), while its fresh suspension helps it post higher lateral grip (0.77 g versus 0.74) and a notably quicker figure-eight lap time (27.6 seconds compared to the old Armada's 28.3). Disappointingly, given the switch away from the V-8, it's big and it's hungry. Even at its best, the highway mileage is only EPA-estimated at 19 mpg. That then drops to 16 mpg in the city and has a combined rating of just 17 mpg. Those figures are up big time from the old Armada's 13/18/15 mpg figures when equipped with four-wheel drive, but still. Oh, and keep in mind that it also requires premium fuel to get full power out of that twin-turbo V-6, though the Nissan can be fed regular without issue. But Back to That Infiniti… But as far as luxury goes, the Armada drives well and rides merely decently (it can't match a Jeep Wagoneer's cushiness, and the 22-inch wheels ride harshly over bad pavement), while the cabin is classier than before if not quite Infiniti-level, and loaded with every toy you can get on the QX80. So, we ask again, as we did when the new Armada first launched: Why consider the Infiniti at all? A would-be Infiniti customer might reconsider even looking at the similarly priced QX80 Pure AWD. At $86,840, the Armada you see here costs $705 less and includes similar features like ProPilot Assist 2.1, 22-inch wheels, and air ride off the bat. The only plus for the QX80 Pure AWD is two more speakers and flush-fit exterior door handles—and that Infiniti badge. You'd have to be an Infiniti diehard or keen on the fancier badge to not choose the Armada Platinum Reserve here. And consider that it takes that same Infiniti customer an extra $11,800 to upgrade to the QX80's Luxe trim that matches this Armada Platinum Reserve feature for feature. The Infiniti seems to have a ride quality and overall interior styling advantage over this specific Nissan, which doesn't seem to manage its 22-inch wheels as neatly as the QX80 and has less shiny stuff inside. While we're not Nissan product planners and therefore can't speak to the apparent overlap between the newest Armada and QX80 SUVs, it's certainly good news for savvy shoppers eyeing a feature-laden full-size three-row SUV. Looking for luxury on a budget? The 2025 Nissan Armada Platinum Reserve brings Infiniti levels of fancy for less.
Motor Trend
3 hours ago
- Motor Trend
2025 Hyundai Ioniq 5 XRT First Test: Activate Real SUV Mode!
Pros Proper fun in mild dirt Great as an everyday do-it-all crossover Built-in NACS convenience Cons Off-road gear brings on-road compromises Using Tesla Superchargers not yet optimal Price close to high-end Ioniq 5 Limited trim Is the Hyundai Ioniq 5 really an SUV? Despite winning our 2023 SUV of the Year award, the internet seemed stubbornly convinced that Hyundai's excellent EV just wasn't legit. In our (your author's) pursuit to prove its chops, we took our beloved Ioniq 5 long-term review vehicle off-roading, where it performed well despite the slick dirt under its all-season tires. Still, naysayers remained. 0:00 / 0:00 Now, as part of the Ioniq 5's revamp for 2025, Hyundai has introduced an off-road-oriented XRT model. Equipped with rugged hardware and styling cues, the Ioniq 5 XRT seems more SUV-ish than its hatchback-adjacent basis normally suggests. Finding out if that really is the case meant taking the Ioniq 5 XRT out to the trail and track. Recap: What's New for the 2025 Ioniq 5 Only a few years after its launch, production of the Ioniq 5 has shifted from Korea to Hyundai Motor Group's new Metaplant America facility near Savannah, Georgia, where the new 2025 models have been rolling out with several notable changes. Primary among them is an increased capacity for its two battery pack options, now at 63.0 kWh or 84.0 kWh, up from 58.0 kWh or 77.4 kWh. The batteries are now charged via a built-in North American Charging Standard (NACS) port, the interface designed by Tesla that allows for ready use of its Supercharger stations—although caveats to that exist, which we'll get to. Among the subtle exterior changes, none are more useful than the addition of a rear windshield wiper, a glaring omission from the original iteration. Inside, the 2025 Ioniq 5 features a revised center console with a relocated wireless charging pad, plus an updated climate control touch panel, both welcome and effective improvements. The infotainment system gains Hyundai's latest user interface, with increased processing power and wireless Apple CarPlay and Android Auto connectivity. The stupendously sporty Ioniq 5 N remains as the lineup's performance standard bearer, and it's now joined by the new XRT, which adopts the name and requisite features emblematic of Hyundai's emerging off-road-inspired subbrand. Beyond its stark black bumpers, the XRT rides on a raised suspension and 18-inch wheels wrapped in all-terrain tires. The enhancements help increase ground clearance to 7.0 inches, up from 6.1 inches. Approach angle grows to 19.8 degrees from 17.5, departure to 30.0 degrees from 25.4, and breakover to 13.5 degrees from 11.8. Drive modes tuned for Snow, Mud, and Sand complete XRT-specific changes. 2025 Ioniq 5 XRT: On the Trail The XRT might seem like a mere wheel and tire package, but Hyundai set it up with actual capability that spikes the fun factor. With 320 hp and 446 lb-ft on tap, it slings dirt adeptly and makes dust clouds aplenty. This rig is down to get rowdy off-road. The XRT is more a rally ripper than rock crawler at its core. While its bumper angles limit it from conquering even moderate obstacles, it'll happily pound through dips and articulate over offset surfaces. Toggling through drive modes adjusts the dual-motor AWD system's torque split, such as a relatively balanced distribution in Sand or a more rear-oriented profile in Sport. Gravel roads are where this Ioniq 5 really comes alive. There, its tires provide tangibly better grip and control, especially while sliding—defeating the traction and stability systems so it can get loose is a blast. Lift off to use the strong regenerative braking to load weight on the nose, then prod the accelerator to get the tail out. It gradually transitions into oversteer, the long wheelbase aiding stability. Even if the suspension doesn't ride much higher, it's very well calibrated. That slight difference provides more leeway for the wheels and body to move, softening impacts and settling with beautifully smooth damping. 2025 Ioniq 5 XRT: On the Road Despite its added capability, like any off-road-themed model of this type, the Ioniq 5 XRT will almost assuredly spend most of its time on pavement. There, the raised suspension provides a more commanding view of the road, like an SUV should. But the open tread of the all-terrain tires can lead to increased interior noise, and their taller sidewalls tend to flex more under lateral loads, causing a less steady sensation when tracking through curves—particularly at higher speeds. This isn't to say that the XRT is excessively noisy or unsteady in a general sense, but only relative to the standard Ioniq 5. Overall, the experience is very similar between the two models in most daily driving situations. As such, the XRT is a similarly terrific everyday vehicle, providing good passenger and cargo space within its stylish, user-friendly cabin. Plenty of real buttons balance the digital touch controls. Hyundai's updated infotainment is quicker to respond and better-looking, and its navigation's on-route charge planning is much improved. 2025 Ioniq 5 XRT: At the Track Our instrumented testing regimen revealed how much differently the Ioniq 5 XRT behaves at its limits as opposed to our previous long-term model. Given that its motor output is identical to that of our AWD long-termer, it's no surprise the XRT was essentially as quick in a straight line. It accelerated to 60 mph in 4.5 seconds, just 0.1 second off. Both versions posted a 13.2-second quarter-mile time, with the XRT's 102.3-mph trap speed just 1 mph less. Also not surprisingly, the XRT's knobby tires led to some performance compromises. Its 60–0-mph braking distance is 137 feet, quite a bit longer than the Limited trim's 122-foot distance, which itself isn't a terrific result. Additionally, skidpad grip of 0.74 g average is far less than the Limited trim's 0.87 g average. In our figure-eight test, the XRT posted a 26.9 second, 0.68 g average lap, compared to 25.6 seconds and 0.72 g average for the Ioniq 5 Limited. 2025 Ioniq 5 XRT: On a Plug In our road trip range test, the Ioniq 5 XRT showed the worth of its larger 84.0-kWh battery by covering 244 miles, the most of any Ioniq 5 we've tested to date, although we're betting the standard updated Ioniq 5 will go farther. With NACS built in, the 2025 Ioniq 5 gains access to more than 17,000 Tesla Supercharger stations, massively increasing ease of charging on long-distance drives. If only it were that simple. Due to current hardware limitations of Tesla's fastest chargers, plugging into those is slower than using other 350-kW DC fast chargers and an adapter for CCS, the interface originally equipped on the Ioniq 5 and most non-Tesla EVs. At a Supercharger, the XRT gained 90 miles of range in the first 15 minutes after plugging in at 5 percent state of charge. Repeating the test on a 350-kW Electrify America station, it gained 152 miles. A 5–80 percent session on a Supercharger took 32 minutes with an average charge rate of 125 kW. Meanwhile, on Electrify America that charge took 22 minutes with an average 186-kW rate. Gaining NACS is a big benefit for convenience, and it effectively futureproofs the Ioniq 5 for when and if Tesla improves its Supercharger hardware. For now, though, going with yesterday's method provides faster charging. Read our 2025 Ioniq 5 charging analysis for more insight. Finally, a Real SUV? Taken as a whole, the Ioniq 5 XRT strikes a successful balance. It gains a burlier feel and legitimate capability to explore off the beaten path, and it's good fun to chuck down a dirt road. But it doesn't sink so far into the figurative mud pit that it's not a nice everyday all-electric crossover, as well—it totally is. Anyone attracted to the XRT's black-bumpered, fat-tired aesthetic won't pay much of an on-road penalty. They will, however, pay for the XRT trim. Our test version listed at $57,700 with extra-cost paint and rubber floormats as the only options. An AWD-equipped Ioniq 5 Limited doesn't cost much more and comes with niceties including a glass roof, ventilated front seats, and premium audio. That's still the better version for drivers who have no intention of heading off-road. For those who do pony up for an XRT, though, they're in for an endearing, sweet all-electric SUV—yes, an SUV.
