2026 Ram 1500 Hemi V-8 Review: Sometimes It’s Not About the Numbers
Key Points in This Review:
- The 2026 Ram 1500’s newly available Hemi V-8 makes less power and costs more than the truck’s turbocharged inline-six engine, but it makes better sounds.
- Other aspects of the Ram 1500 Hemi V-8 driving experience, like braking, steering, and ride and handling, are similar to other Ram 1500s.
- More affordable trim levels, like the Warlock and Lone Star, offer nicely finished interiors, while the high-end Longhorn brings a western-style motif.
The full-size pickup truck class is a game of numbers. An automaker will release a horsepower, torque or towing number that’s trumpeted as “best in class” — only to be eclipsed by a competitor when its new pickup rolls out. This perpetual one-upmanship is part of what makes the return of the 5.7-liter Hemi V-8 engine to Ram’s 1500 light-duty pickup so interesting; it’s less powerful but more expensive than its twin-turbo six-cylinder counterparts.
2026 Ram 1500 | Cars.com photo by Christian Lantry
Rated at 395 hp and 410 pounds-feet of torque, the Hemi V-8 isn’t the most powerful engine in the 1500 lineup by a long shot; it’s less powerful than both the regular-output twin-turbo inline-six engine, which makes 420 hp and 469 pounds-feet of torque, and the high-output version of this engine, which makes an impressive 540 hp and 521 pounds-feet. And despite its lower output, the Hemi costs $1,200 more than the regular-output six-cylinder and is a no-charge option versus the high-output six.
1 / 112026 Ram 1500 | Cars.com photo by Christian Lantry
Makes the Right Sounds
- Takeaway: With its burble at idle and roar when accelerating, the Hemi V-8 sounds glorious, and the powertrain overall is well tuned and responsive.
So, why would you pay more for less power and torque? The reason becomes clear the moment you press the start button and the Hemi V-8 fires to life with a satisfying V-8 burble that turns into a roar when accelerating. Ram was smart to make the GT exhaust system that had previously been available for the Hemi V-8 standard, as it lets you better hear what you’re paying for: those satisfying V-8 noises. The exhaust system has a nice tune overall, letting you hear enough of the engine when cruising to know what’s under the hood while not being so loud to be annoying on a longer trip. And when you get into the gas pedal and the eight-speed automatic transmission kicks down, that exhaust note is ratcheted up immediately.
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One of the most impressive aspects of the Hemi V-8 powertrain is its responsiveness. Part-throttle kickdowns happen swiftly, and the automatic transmission works well in general with the V-8. And despite all the noises the V-8 makes, it’s a smooth, refined engine. Perhaps not as silky as the twin-turbo six-cylinder, but not far behind.
The rest of the Ram 1500 driving experience is much the same as it was in the refreshed 2025-model-year truck. Braking response is good for a full-size pickup, with more pedal feel and linearity than you get in other trucks. The Ram steers with a light touch, but it’s easy to put the truck where you want whether you’re on-road or off.
1 / 72026 Ram 1500 | Cars.com photo by Christian Lantry
About the make
RAM
Stellantis’ Ram pickup trucks are some of the bestselling trucks in the U.S., competing with Ford’s F-Series and GM’s Silverado and Sierra.
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Ram also had a trailer loaded with a classic pickup that was hitched to a Longhorn trim level, and the Hemi V-8 pulled this setup with ease, readily accelerating the truck up to highway-merging speeds. I could feel the trailer tugging the truck a bit, but it wasn’t excessive. This trailer’s combined weight of 6,100 pounds was well below the Hemi-powered Longhorn’s maximum towing capacity of 9,960 pounds, but it’s not out of the realm of what an owner might hitch to their truck. The Ram’s available towing mirrors have power adjustments for both the upper and lower mirror sections, which is nice, but the mirror housing is big and, combined with the nearby front roof pillars, can block your view when checking for cross traffic at an intersection.
Interior and Technology
- Takeaway: Even lower trims of the Ram 1500 have good interior quality, but the available 12-inch infotainment touchscreen was noticeably laggy.
Besides the high-end Longhorn model, Ram also had less expensive trims available to drive, including the Texas-themed Lone Star. Rather than the Longhorn’s intricate western-style stitching and open-pore wood trim, the Lone Star interior has simpler materials, but its touch points are still nice, with rubberized door-panel surfaces and a high-grade feel to the cab’s switches and buttons. The fabric-trimmed driver’s seat has firm cushioning, but it was comfortable for me, and I like the versatility offered by the available front bench seat that lets you have three-across seating or room for two with a large armrest in between.
1 / 82026 Ram 1500 | Cars.com photo by Christian Lantry
The Ram 1500 has a standard 8.4-inch infotainment touchscreen, and portrait-style screens that measure 12 or 14.5 inches are available. The 12-inch screen had a noticeable amount of lag when going between menus like navigation and audio, which was concerning to see in a brand-new vehicle. In our experience, touchscreen lag only gets worse the older the vehicle gets.
Make Mine a Hemi
- Takeaway: The Ram’s high-output six-cylinder is an impressive engine, but it lacks the wonderful noises that make the Hemi V-8 a more compelling powertrain.
The power and refinement of the Ram 1500’s high-output six-cylinder engine is impressive, and it was one of the reasons a Ram 1500 Tungsten won our 2024 Full-Size Pickup Truck Challenge, beating luxury trucks from Ford and GMC. However, when compared to the Hemi V-8 with its glorious roar, it feels like you’re only getting half the experience with the six-cylinder engine because those desirable noises just aren’t there.
Ram says that 40% of customers would switch brands if a V-8 wasn’t available, which is a huge number when you consider how much brand loyalty there is in the full-size pickup class. This statistic alone makes you wonder why Ram would have ever even considered dropping the Hemi V-8 from the 1500 lineup. That’s now water under the bridge, I guess, and if you can’t wrap your head around the pricing of the V-8, a short drive is all you need for your heart to convince you.
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Cars.com’s Editorial department is your source for automotive news and reviews. In line with Cars.com’s long-standing ethics policy, editors and reviewers don’t accept gifts or free trips from automakers. The Editorial department is independent of Cars.com’s advertising, sales and sponsored content departments.
The McLaren Artura Is Not Like the Others: Review
By Joe Bruzek
September 2, 2025
2025 McLaren Artura Spider, profile | Cars.com photo by Corey Watts
The McLaren Artura may look like other McLarens, but it’s the first McLaren to pair a hybrid powertrain with a twin-turbocharged V-6 engine. McLaren is no stranger to hybrids; hypercars like the McLaren P1, Speedtail and W1 already use electron-enhanced acceleration, but the Artura is McLaren’s first plug-in hybrid to offer a small amount of electric-only range before using a combination of gas and electric power. I spent a week driving the Artura, and the car’s electric range and electrified boost were what stood out most.
Related: 2024 McLaren 750S Review: Brain-Bender
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What I Liked About the Artura Being a Plug-in Hybrid
- The Artura’s electrified powertrain makes a combined 690 horsepower and delivers all the thrills we’ve come to expect from a McLaren; it roars from 0-62 mph in just 3 seconds. On the flip side, it can operate in a nearly silent electric mode for short distances.
- The electric motor provides 93 hp and 166 pounds-feet of torque at low engine speeds, and it’s highly evident when compared with the McLaren GT and its twin-turbocharged V-8 engine. The GT needs some good prodding before its power comes on in force, but the Artura’s electric motor fills in those power gaps. At full song, the Artura’s acceleration is completely seamless; the transmission clicks off shifts without any perceptible delay or hesitation, just the loud “brap!” out the exhaust of fuel cut at redline to help smooth shifts.
- The Artura starts in a default electric mode. Show-offs may decry that silent startup, but they can opt for a more sporting drive mode before lighting off the engine if so desired. I appreciated its silent operation during early morning departures from my suburban neighborhood.
- While the Artura’s EPA-rated electric driving range is just 11 miles, I made it 21 miles on electric power during my 35-mile commute in stop-and-go summer traffic.
- In Electric mode, the Artura is a dedicated EV, so the engine will not fire up even if the accelerator is pressed to the floor. McLaren did add in a mechanical sound of gears whirring and motors humming, which is somewhat more engaging to hear than the fake noises some EVs make.
The Artura quickly recoups battery power while driving in Sport and Track modes, which provides additional electric range when desired while maintaining optimal battery charge for the best performance.
1 / 302025 McLaren Artura Spider, interior | Cars.com photo by Corey Watts
The Artura’s electrified powertrain isn’t without its hiccups, however, and while there aren’t many plug-in hybrid supercars (the Ferrari 296 GTB PHEV is a rare direct competitor), there’s one hybrid sports car that may pose a threat to the nearly $300,000 Artura.
What I Didn’t Like About the Artura Being a Plug-in Hybrid
- Like many battery-driven vehicles, the Artura’s braking experience isn’t great, with a rock-hard brake pedal that feels more binary in its operation than a typical brake pedal; it’s incredibly hard to smoothly modulate, and my foot got fatigued at long stoplights and the car started to creep forward. The problem may have been compounded by the Artura’s ultra-high-performance carbon-ceramic brakes; the combination did not add up to a smooth street-driving experience.
- This McLaren’s power delivery isn’t as sharp as a naturally aspirated, supercharged or all-electric powertrain. Yes, there is power down low, but it’s mushy. Sometimes the car would accelerate with electric power but the engine wouldn’t rev in sync; it’s a bizarre experience for a supercar. A PHEV performance car like the 2025 BMW M5 is a shining example of how seamless a roughly 700-hp electric-and-gasoline powertrain can be; there’s no perceptible distinction between power sources in that car.
- At 3,439 pounds, the Artura Spider is 88 pounds heavier than the McLaren GTS (3,351 pounds) and 269 pounds heavier than the McLaren 750S Spider (3,170). The Artura is absolutely heavier, but it’s impressive how little extra weight there is considering the extra components of its electrified powertrain.
2025 McLaren Artura Spider, steering wheel | Cars.com photo by Corey Watts
About the make
McLaren
McLaren is a British automaker with a long history in motorsport specializing in high-performance coupes and convertibles.
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Despite those criticisms, the Artura Spider remains a dreamy car. Versus the McLaren GTS (formerly the GT), the Artura is aimed more at street/track use than the street-only, grand-touring approach of the GTS. Even so, I can’t get over how comfortable the Artura made me feel — both in terms of how much visibility there is for such an exotic vehicle and in the connection I felt to the car thanks to the way it steers and behaves; it’s reminiscent of the directness and steering communication you’d find in a go-kart. The fact that it does that without also beating you up with an overly firm ride is mind-blowing. There’s some brittleness to the interior, however, including creaks and rattles that just seem to be part of the experience; it was similar to the GT I’ve driven.
Oh Yeah, Spider Equals Convertible
2025 McLaren Artura Spider, front | Cars.com photo by Corey Watts
Looks may be deceiving, but this sleek supercar is the Spider retractable hard-top convertible version, which supplies an effortless top-down driving experience with quick 11-second open/close times. The Artura has a great shape with the top up or down, and when driving with the top down, the air doesn’t beat you up. It honestly feels like a classic convertible experience despite its racy, aerodynamic shape. I preferred driving the top-down Artura Spider to the top-down Chevrolet Corvette convertible, though the Corvette has an extra cargo compartment versus the McLaren. Storage in the Artura is limited to a single front trunk, with no in-car storage behind the seats, while the Corvette convertible has a front trunk and a rear trunk that’s unaffected by the convertible top.
McLaren Artura Fun Facts
- The engine will sometimes run in the electric mode to charge the battery, warm the catalytic converters or purge fuel vapor after refueling.
- There’s no Reverse gear in the transmission; Reverse is handled by the electric motor.
- The V-6 saves 110 pounds versus an equivalent V-8.
- McLaren’s first use of an electronic differential enables a variable drift mode, which allows drivers to program the level of traction control assistance they’d like to have.
- The center-mounted “exhaust” in the decklid isn’t for engine exhaust, but is rather a heat extractor for the engine compartment. It uses the engine’s fans to blow hot air out of the compartment.
- The Artura’s carbon-fiber chassis is the next-generation McLaren Carbon Lightweight Architecture, which is lighter than the previous structure.
- The Artura uses a 7.4-kilowatt-hour battery pack, which takes 3.5 hours to charge on Level 2.
- Efficiency is rated at 45 mpg-equivalent combined, with 11 miles of EPA-rated electric range. Once its electric-only range is depleted, the Artura is rated 19 mpg combined.
- The front-lift suspension helps in urban driving, creating extra clearance for the vulnerable front splitter.
Artura Pricing
The Artura Spider starts at $278,800, including destination, but my car’s $332,000 as-tested price certainly butts up against the roughly $337,000 it takes to get into a 750S Spider, which is more powerful, more track-oriented and more … faster, too. There’s also the pesky Chevrolet Corvette E-Ray, which is Chevrolet’s electrified mid-engine sports car. It’s all-wheel drive, versus the McLaren’s rear-wheel-drive setup, and the E-Ray also has silent operation (though for only 3-4 miles and up to 45 mph) and a quicker manufacturer-estimated 0-60 mph time of 2.5 seconds. The E-Ray convertible is also criminally cheaper than the McLaren, with a starting price of $115,795. Then there’s the E-Ray’s devilish alter ego: the 1,250-hp ZR1X, which has a 0-60 time under 2 seconds, with AWD and a starting price of $217,395 for the convertible.
Will there be much cross-shopping between a McLaren and Corvette? Perhaps not given the exclusivity and race-bred pedigree of the McLaren, but the as-tested price of our Artura Spider may create sticker shock when you consider the 750S Spider’s relatively close pricing. One thing’s for sure: The Artura Spider keeps much of the coupe-only McLaren GT’s civility and comfort (but with a sharper edge) while offering a top-notch drop-top experience.
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- 2024 McLaren 750S: Raising the Bar on Horsepower and Styling
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Cars.com’s Editorial department is your source for automotive news and reviews. In line with Cars.com’s long-standing ethics policy, editors and reviewers don’t accept gifts or free trips from automakers. The Editorial department is independent of Cars.com’s advertising, sales and sponsored content departments.
How Much Is the 2026 Lexus RZ?
By Jared Gall
September 2, 2025
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2026 Lexus RZ 350e | Manufacturer image
Key takeaways: Along with a hefty price hike, the Lexus RZ gets a more powerful base version and a new high-performance RZ 550e F Sport variant for 2026.
Lexus updated the RZ for the 2026 model year, granting its electric SUV more power, longer range and a new F Sport variant, the brand’s first high-performance electric vehicle. There are also a few improvements to interior features, but the notable increases in horsepower and range, which are accompanied by a name change for the entry-level model, are likely the main reasons the base price of the RZ is up $3,200 from the 2025 model’s price. The 2026 Lexus RZ starts at $47,295 (all prices include $1,295 destination charge).
Related: Lexus Releases More Details on Updated 2026 RZ Electric SUV
Release Date and Pricing
The 2026 Lexus RZ will go on sale later this year. Full line pricing is as follows:
- RZ 350e: $47,295
- RZ 350e Premium: $49,495
- RZ 450e: $50,795
- RZ 450e Premium: $52,995
- RZ 450e Luxury: $58,295
- RZ 550e F Sport: $58,295
Powertrain Specs and Range
The RZ’s entry-level powertrain, the 350e, consists of a single electric motor sending 224 horsepower to the front wheels — 23 more hp than the 2025 RZ 300e. Lexus says its 74.7-kilowatt-hour battery pack is good for a range of 302 miles, 36 more miles than the base 2025 model’s EPA rating. (Official EPA ratings for the 2026 RZ are not yet available.)
For 2026, the RZ 450e’s dual electric motors (one on each axle for all-wheel drive) generate a total of 313 hp. That’s just 5 hp more than the 2025 model, but its 261-mile estimated range betters the 2025 version by 41.
New for this model year, the AWD RZ 550e F Sport is fitted with more powerful motors and a slightly larger battery capable of storing 77 kWh of juice. It boasts a combined 408 hp, but that output drains the battery in just 228 miles.
Read More About the Lexus RZ:
- Updated 2026 Lexus RZ Debuts With New 402-HP RZ 550e F Sport
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Trim Levels
Other than their electric motors, the base and Premium trim levels are the same between the RZ 350e and RZ 450e. Standard features on the base trim include keyless entry and starting, 18-inch wheels, LED headlights, rain-sensing windshield wipers and a power liftgate. Inside, the RZ boasts synthetic leather upholstery, power-adjustable front seats with heating and ventilation, a heated steering wheel with power tilt and telescoping, dual-zone automatic climate control, ambient lighting, a wireless phone charger and 10 speakers.
Lexus Safety System+ 3.0 is standard across the 2026 RZ lineup and includes forward collision warning with pedestrian detection, automatic emergency braking, adaptive cruise control, lane-centering steering, road-sign recognition and automatic high beams. Blind spot monitors and rear cross-traffic alert are also standard.
The Premium trim gains a fixed panoramic moonroof with variable tint and a hands-free power liftgate, as well as more standard safety features. The RZ 450e Luxury adds 20-inch wheels, synthetic suede trim on the front seats, heated outboard rear seats and a 13-speaker Mark Levinson sound system.
In addition to its more powerful motors, the RZ 550e F Sport features unique front and rear bumpers, exclusive 20-inch wheels, a retuned suspension and paddle shifters that allow the driver to shift through eight simulated gears. Its standard equipment otherwise mirrors the Premium trim, but with the heated rear seats included.
A 360-degree camera system and parking sensors are standard on the Premium trim level, while a head-up display is optional; all three are standard on the Luxury and F Sport. Automated parking, lane change assist, traffic-jam assist and front cross-traffic alert are standard on the Luxury trim and optional on the Premium and F Sport.
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Cars.com’s Editorial department is your source for automotive news and reviews. In line with Cars.com’s long-standing ethics policy, editors and reviewers don’t accept gifts or free trips from automakers. The Editorial department is independent of Cars.com’s advertising, sales and sponsored content departments.
