The Reborn Ram 1500 Hemi Is As Good As Ever: Review
After one year without the 5.7-liter Hemi V-8, Ram decided to slam it back in after faltering sales. And this truck is better for it.
Nobody at Ram could tell me exactly what the 2026 1500 Hemi’s “Symbol of Protest” badge meant. What are we protesting, I wondered?
Consumer choice was touted as the number one reason for the new badge, but realistically, the Hemi is back merely because emissions regulations are suddenly lax. In fact, the decision to put the Hemi back into the iconic light-duty truck was made in December, just nine months ago, right after a significant national event.
Now with Tim Kuniskis at the head of Ram (appointed at the same time as the decision to revive the V-8, no coincidence), the entire brand is staging a bounce back from weak sales. One Ram representative said that 50 percent of returning customers demanded a V-8–an itch that the Hurricane inline-six couldn’t scratch. And when neither of Ram’s biggest competitors, Chevrolet or Ford, even hinted at killing their V-8 offerings, customers moved elsewhere.
Thus, the V-8 is back, for just $1,200 extra over a standard Hurricane I-6 and for no additional charge over the high-output 540-horsepower version. It returns unchanged, with the exact same horsepower and torque, the same fuel economy, and with a whole lot of slightly dodgy political connotation.
| Quick Specs | 2026 Ram 1500 |
| Engine | 5.7-Liter V-8 Mild Hybrid |
| Output | 395 Horsepower / 410 Pound-Feet |
| 0-60 MPH | 6.7 Seconds (est.) |
| Towing | 11,320 Pounds |
| Base Price / As Tested | $42,370 / $82,055 |
Regardless of odd brand iconography, bringing the V-8 back is something worth celebrating. For truck buyers who love simplicity, having the option of an objectively simpler (if lower-performing) V-8 versus a turbocharged six is compelling. In fact, I have a 2021 Ram 1500 Laramie with this exact powertrain in the family, a truck I’ve put tens of thousands of miles on, sans the eTorque mild-hybrid system.
For 2026, the Hemi is mechanically identical to the engine that died in 2024. It now comes standard with the mild-hybrid system and has the same output and fuel economy as before. Yet Ram stressed that it was not a simple drop-in job, and making the V-8 work with the newest generation of Ram’s electronics compared to the pre-2025 models was the primary challenge.
It took seven months of work for Ram to fully validate and complete the V-8’s transplant—only enough time to make it work reliably, not enough to upgrade it. It’s hard to ignore the fact that the V-8’s 395 horsepower and 410 pound-feet of torque are considerably less than the SO I-6’s 420 horsepower and 469 pound-feet, meaning you are paying $1,200 more to get less performance, and paying zero dollars to get substantially less performance than the HO’s 540 horsepower.
But with that engine upgrade, you do get three bonuses: A standard performance exhaust that is actually fairly loud, a 10-year, 100,000-mile powertrain warranty, and the ability to option the Hemi on any trim level.
Pros: Excellent Power, Nice Sound, Similar Fuel Economy To I-6
The V-8’s virtue was never outright performance, nor is it in any other major truck maker’s lineup. The F-150 EcoBoost outperforms the 5.0-liter V-8, yet buyers still prefer the bigger engine. Practically, it’s the proven simplicity and durability of a V-8 that draws people in. Emotionally, V-8s soothe an ancient region in our brain’s parabrachial nucleus.
V-8 good, our subconscious opines, as it grunts away in minimal, thrumming effort.
And the 5.7-liter Hemi is as good as it ever was. It feels as powerful as it did before, even with the feature-laden Laramie I sampled. Even with less power than the Hurricane, I never wanted for more oomph, and found the Hemi more linear and smoother in its power delivery.
The eight-speed ZF shifted smoothly yet directly, with no wrinkles in its calibration. It felt exactly like my family’s 2021 1500, which is actually a great thing.
Cons: Lacks Power Compared To Other Available Powertrains, No Meaningful Upgrades To V-8
That truck is delightful to drive, and the revived Hemi Ram makes it that much more appealing. Compared to the Silverado and F-150, the Ram simply drives better, with lovely, linear steering that has a strong sensation of center, and suspension that is rarely juddery like most body-on-frame trucks.
This is the Ram we knew and loved before the Hurricane, just with more powertrain choices. Put simply: V-8 good.
As far as what Ram is protesting, I’m still not sure.
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Source: Chris Rosales / Motor1
Competitors
The New Volkswagen Tiguan Is a Huge Step In the Right Direction: Review
Volkswagen’s compact SUV finally feels like a real competitor.
Photo by: Jeff Perez / Motor1
By: Jeff Perez
Aug 26, at 12:00pm ET
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The Volkswagen Tiguan has always been one of the better compact SUVs in its class, but even after 18 years on the market, it’s never quite matched the dominance of rivals like those from Honda or Toyota. That could change with the all-new 2025 Tiguan, which makes massive strides to better compete with the CR-V and RAV4.
With sleek styling and a well-equipped interior, the new Tiguan checks all the right boxes. Built on VW’s versatile MQB Evo platform, the updated model is 170 pounds lighter than its predecessor. Inside, it features higher-quality materials, a cleaner layout, and a large central touchscreen.
Power comes from an updated turbocharged 2.0-liter four-cylinder engine, featuring a new turbo and a revised fuel-injection system. Output rises to 201 horsepower (up from 184), and torque improves to 221 lb-ft of torque (or 207 pound-feet on the front-drive model).
Overall, the new Tiguan is an excellent SUV.
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2025 Volkswagen Tiguan Pros
- Sharp Exterior Design
- High-Quality Interior
- Surprisingly Fun
- There’s a Volume Knob
The previous Tiguan was never much of a looker, but the new model is genuinely sharp. While the large gloss-black grille might not appeal to everyone, the overall design is clean, cohesive, and uncontroversial.
Up front, slim LED headlights are connected by a narrow light bar that stretches across the hoodline, giving the Tiguan a modern, upscale appearance. At the rear, a distinctive taillight design and an (optional) illuminated VW logo assure you won’t confuse the Tiguan for a CR-V.
Inside, the cabin is nice—really nice. This fully loaded SEL R-Line trim comes standard with perforated leather seats, ambient lighting, and a massive 15.0-inch touchscreen. Materials throughout the cabin feel premium for the class, with wood accents and high-quality plastics on the dash and door panels adding to the upscale feel.
Power from the turbocharged engine is sent through an eight-speed automatic transmission, with front-wheel drive standard and VW’s 4Motion all-wheel drive system available. The model tested here came equipped with AWD.
In typical VW fashion, the Tiguan is a pretty fun thing to fling around. The turbocharged engine delivers strong low-end torque while still providing enough power higher in the rev range for effortless highway passes. The eight-speed automatic shifts quickly and effortlessly, too.
And finally—yes, there’s a volume knob. Despite adopting VW’s latest infotainment interface (complete with its typical touch-capacitive controls), the Tiguan has a physical volume knob just behind the gear selector. It doubles as a drive mode selector and proves to be surprisingly useful in everyday driving.
2025 Volkswagen Tiguan Cons
- Still Not Enough Buttons
- Somewhat Stiff Ride
As welcome as the Tiguan’s new volume knob is, it doesn’t fully make up for the abundance of touch-capacitive controls. While the steering wheel thankfully replaces the previous controls with real buttons, you still have to deal with finicky touch-sensitive sliders below the touchscreen for adjusting fan speed, temperature, and other basic functions. It’s still very annoying.
Also mildly annoying is the ride quality. The Tiguan isn’t an uncomfortable SUV by any means, but it rides firmer than some of its competitors and doesn’t handle rough pavement or speed bumps nearly as well. That could be due in part to the 20-inch wheels on this SEL R-Line model; drop down to the base model’s 17-inch shoes, and ride quality should improve.
2025 Volkswagen Tiguan Verdict
Frankly, there’s not much to complain about with the new Volkswagen Tiguan. It looks sharp, offers a refined and comfortable interior, and is genuinely enjoyable to drive. At $30,920 to start for 2025 (with destination included), it’s still a bargain, too.
While the touch-capacitive controls and slightly firm ride may annoy some, those flaws are easy to overlook in an SUV that gets so much right otherwise. Honda and Toyota—watch your backs.
Tiguan Competitors
2025 Volkswagen Tiguan SEL R-Line
EngineTurbocharged 2.0-Liter Four-Cylinder
Output201 Horsepower / 221 Pound-Feet of Torque
TransmissionEight-Speed Automatic
Drive TypeAll-Wheel Drive
Weight3,801 Pounds
Efficiency22 City / 30 Highway / 25 Combined
Seating Capacity5
Towing1,800 Pounds
Base Price$30,920
As-Tested Price$41,180 (est.)
On SaleNow
The Lucid Air Feels Like Nothing Else: Review
The Lucid Air feels very much like a car from a startup. That’s good and bad.
Photo by: Chris Perkins / Motor1
By: Chris Perkins
Aug 25, at 12:30pm ET
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The Lucid Air doesn’t feel like anything else on the road. That’s both a good thing and a bad thing. On one hand, the Air is one of the best-driving, most efficient cars currently on the market, and that counts for a lot. But it’s also not without its quirks.
Lucid began Air deliveries in 2021, but the car still feels fresh, thanks to constant hardware and software tweaks. During a long weekend with this Air Touring, I installed a software update that enabled a new hands-free driver assist functionality that comes as part of the $6,750 DreamDrive Pro package. I’ve been reviewing cars for a decade, and that’s the first time I’ve ever been able to install such a big update during a test.
| Quick Specs | 2025 Lucid Air Touring |
| Battery | 92.0-Kilowatt-Hour Lithium Ion |
| Output | 620 Horsepower / 885 Pound-Feet |
| 0-60 MPH | 3.4 Seconds |
| Range | 406 Miles |
| Base Price / As Tested | $80,400 / $101,850 |
Still, I’m more interested in driving with my hands than without them, and the Air remains superb to drive. There’s a bit of old-school BMW in how the Air goes down the road. The handling is excellent, but that never comes at the expense of ride quality. It’s just the right amount of firm yet compliant in all three of its drive modes: Smooth, Swift, and Sprint. Everything feels in harmony.
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I was lucky enough to meet a number of Lucid engineers earlier this year, and it’s obvious they’re true car enthusiasts. Though that fact is obvious just by driving the Air itself, it’s clear that the people who honed the Air’s dynamics love driving.
This Air Touring falls in the middle of the lineup, yet it still has an astonishing 620 horsepower. Sure, that’s around half (!) as much as the Air Sapphire, but there is no world where you need more. Honestly, the car would be fine with even less. It just zaps from place to place in an instant in a fit of overkill. Still, Lucid gets points for calibrating the accelerator pedal so it’s not jumpy. It’s not hard to drive sedately.
Pros: Superb Ride & Handling, More Power Than You’ll Ever Need, Incredible Efficiency
One thing I wish the Air had was a blended brake pedal. The only way to get energy-saving regenerative braking is through one-pedal driving. While the calibration of the system is very good, drivers who prefer braking with the brake pedal shouldn’t have to sacrifice efficiency, or use one-pedal.
Lucid’s whole thing is efficiency, and this Air makes a lot out of a little. I averaged around 4.0 miles-per-kilowatt-hour over 600 miles of highway, city, and country-road driving, and while that’s excellent, it would do much better without the sun heating the cabin through the glass roof, forcing me to run the air-conditioning pretty hard. Still, that translates to about 362 miles of range, and while that’s a little off the EPA estimate of 406 miles, it’s remarkable considering this is a fast, luxurious car. One with an interior that was getting heated by long summer days.
The Air is also space-efficient. An Air is about the same size as a BMW 5 Series or Mercedes E-Class, but the interior space is palatial, and there’s a ton of room in both front and rear trunks. It’s a cool interior, too, with the neat curved display panel for gauge cluster and infotainment, and then a separate lower panel for other vehicle/infotainment functions. Still, there are at least nice physical controls for temperature, fan speed, and radio volume.
The infotainment system is responsive, but it’s not the easiest to learn, and some functions are needlessly complicated. Switching the display to show range vs battery percentage requires digging into the settings menu, when the car should clearly just show both at all times. Lucid’s minimalism also means that steering-wheel and mirror controls are in the lower touchscreen as well, which is just irritating.
Cons: Build-Quality Issues, Buggy, Confusing Infotainment, No Blended Brake Pedal
Some of the interior materials don’t feel quite worthy of the Air Touring’s $80,000 base price, let alone the $100,000 of this tester. The brightwork is mostly plastic, for example. And the build quality is spotty in parts, with loose-fitting panels and various squeaks and rattles present. Outside, the panel gaps are also huge and inconsistent.
The hands-free driver assist system didn’t leave me convinced either. Generally, it worked well, but from time to time, it would ping-pong between lane lines, which left me second-guessing the way it handled traffic. Still, the highways of the Northeast aren’t the best for using any driver-assistance systems, as the roads are fairly narrow and windy, with lots of traffic.
This very much feels like a car from a startup. It’s quirkier than most, and build-quality issues and software bugs are evident. But I found myself quite enamored with it. That’s an easier position for me to be in, given I didn’t spend $100,000 on the thing, but there is so much compelling engineering here. It’s one of the best-driving luxury cars on the market, and its efficiency—in all senses of the word—is remarkable.
There’s a strange calculus here. The Lucid Air has a very specific appeal—it’s for people who value fine engineering, clever thinking, and efficiency. Other than, uh, not being able to afford one, in a lot of ways, I’m the target customer, a car enthusiast looking for a luxury daily driver. But I also know that I am not the norm.
Another car enthusiast friend openly wondered if the appeal of this car is too niche. You have to be into cars in a very specific way to see why the Air is worth so much money, and why its peculiarities are worth forgiving.
The Air isn’t like any other car out there. For better, and for worse.
Competitors
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Source: Chris Perkins / Motor1
