2022 Hyundai Ioniq 5 vs. 2023 Toyota bZ4X: Small EV SUVs Compared!
We go into every comparison test with an open mind, but in this electric SUV matchup between Hyundai's Ioniq 5 and Toyota's newer bZ4X, the Hyundai was the heavy favorite. After all, it already won a comparison test against its corporate cousin, the slick Kia EV6, and is currently our top pick among electric SUVs in our Ultimate Car Rankings. Turns out we were both right and wrong: Right about which EV would win but wrong about the reasons why. What we found were two exceptionally useful electric cars with their own distinct strengths.
Meet the Players: Hyundai Ioniq 5 and Toyota BZ4X
The Ioniq 5 is a talented and stylish EV, and it's the first vehicle from Hyundai's all-electric Ioniq subbrand. Although the bZ4X is Toyota's first modern-day battery electric vehicle, Toyota introduced an electric RAV4 back in 1997 and has been selling the Mirai FCEV (an electric car powered by a hydrogen fuel cell instead of a battery) since 2016. Given that experience, we thought it was fair to match the bZ4X against the best in the field.
For this comparison, we went with top-of-the-line all-wheel-drive models. Our Hyundai Ioniq 5 Limited AWD came with a set of accessory floormats that raised its price to $55,920. The bZ4X's top trim level is also called Limited, and our test AWD EV came with a cold-weather package, premium stereo, spoiler, and extra-cost paint that raised the sticker price to $52,050.
Are These Electric SUVs or Electric Hatchbacks?
Although both vehicles are pitched as compact sport-utilities, they blur the line between SUV and hatchback car. Both are just an inch or two shorter in length than Toyota's ubiquitous RAV4 and about the same width as it. But the BZ4X's roofline is some 2 inches closer to the ground than the RAV4's, and the Hyundai checks in 2 inches lower still. Consider that both carry their batteries under their bellies, which raises their floor height, and you can understand why they feel more like cars than SUVs from behind the wheel.
The Hyundai Ioniq 5 is the head-turner of this duo. Its nifty '80s-hatchback styling was inspired by Hyundai's first mass-produced vehicle, a dreadfully unreliable rustbucket called the Pony; despite those questionable roots, it drew universal acclaim: Throughout our test drive we could see the points and smiles directed at the Ioniq 5, and thanks to the Toyota's inferior sound insulation, we could sometimes hear the compliments, as well. The bZ4X is pretty enough in its own way, with its bold, grilleless styling and rakish roofline reminiscent of Toyota's own Venza. The black fender surrounds are questionable but do set the bZ4X apart—or at least they would if the Toyota didn't look so much like its fraternal twin, the Subaru Solterra.
Inside the Ioniq 5 and the bZ4X
Inside, the Hyundai has the edge: We love the EV rethink of the cabin. With no need for a center tunnel to house driveshafts or exhaust pipes, Hyundai has given the Ioniq 5 a completely flat floor, so there's no center pedestal where front passengers can smack their knees. It's a smart layout that reminds us of minivans and bench-seat sedans of yore. The control layout is fairly straightforward, and the cabin has plenty of storage space, but the instrument panel takes time to interpret, and there's a definite learning curve to the infotainment system. The Ioniq 5 is not a car for those who never RTFM.
The Toyota, in contrast, is refreshingly simple. Despite an all-digital dash, the controls and displays look like they could have been pulled from any Toyota model, and that simplicity is the bZ4X's hallmark, or at least it is once you get used to the driving position. The bZ4X's instrument panel is placed close to the windshield and meant to be viewed over the steering wheel rim rather than through it, blurring the line between a traditional gauge panel and a head-up display. It takes some getting used to, but once we adapted, we rather liked it.
Both cars have adequate room in the back seat, but the Toyota has a short cushion that sits too close to the floor. The Hyundai's back seat is positioned higher and is more comfortable by an order of magnitude, with no shortage of headroom despite its lower roofline, and the full-length sunroof lets in more daylight than the twin-pane job on the BZ4X.
The two cars run neck and neck on cargo space, with about 27 cubic feet behind the rear seats; only the Ioniq 5 has a sliding rear seat to adjust between passenger and luggage space, however. Neither car has a proper frunk, as both cars concentrate their electrical control gear under the hood. Hyundai does have a vestigial storage locker up front, but it's too small to be of much use.
Driving: Surprises and Disappointments
Out on the open road, the Toyota took us by surprise: Although it's not as quick as the Hyundai (we timed the bZ4X to 60 in 5.8 seconds versus 4.4 for the Ioniq 5), it feels very zippy and responsive, with a strong midrange punch that always made us smile. The Hyundai's accelerator is set up so that, outside of Sport mode, one must dip more deeply into its travel to access its best acceleration. Nothing wrong with that, but we preferred the Toyota's always-eager feel.
The Toyota had the better ride, too; it's comfortable and steady, whereas the Hyundai is busier and more jittery, even while being appreciably quieter. On the curviest section of our test route, the Hyundai exhibited better grip, but the suspension felt underdamped. The Ioniq 5 leans more in the turns than the bZ4X, and midcorner bumps set it bounding, often to the detriment of traction. Speaking of which, if you turn off traction control and punch the throttle coming out of the turns, the Ioniq 5 is happy to get a little sideways. (Stability control will keep it from going too far out of line.) It's good fun if a bit ragged. The Toyota wasn't as up for this sort of silly fun, but it showed more serious skills: Its better damping kept all four wheels in good contact with the pavement, allowing it to rocket out of turns that left the Hyundai scrabbling for grip.
Both of our cars had cruise control and lane centering, and both systems worked well. We like that the Hyundai's lane centering can be switched on independent of cruise control. The Hyundai has automated lane changing, but we couldn't figure out how to get it to work—that's our fault and not the car's, as we never did, um, RTFM. But it underscores a point we made earlier: The Ioniq 5 has a steeper learning curve, while the Toyota is simplicity defined.
At this point in our test, the cars were running relatively neck and neck: The Hyundai Ioniq 5 led on style and interior comfort, but we appreciated the Toyota bZ4X's ease of use and—much to our surprise—judged its road manners superior. But once we factored in range and charging speed, the Hyundai pulled ahead by several EV lengths.
Range and Charging: Hyundai Pulls Ahead of Toyota
The AWD version of the Ioniq 5 has an EPA-rated range of 256 miles, while the BZ4X Limited AWD is rated at 222 miles (which you can increase to 228 by opting for the cheaper XLE model). A 34-mile delta isn't much, but the difference in charge times is significant, particularly at DC fast chargers of the type you'd most likely use on a road trip. The Hyundai has an 800-volt charging system that can take advantage of high-speed 350-kW chargers. Hyundai says the Ioniq 5 can charge from 10 to 80 percent capacity in 18 minutes, and our experience bears that out. The all-wheel-drive bZ4X can't charge at more than 100 kW, which means that same charge can take the better part of an hour. During our test, we stopped for lunch at a supermarket with the batteries similarly depleted, plugged both cars into 150 kW chargers, and went upstairs to wait in line at the busy deli counter. The Hyundai hit 80 percent as we were paying for our sandwiches; the Toyota didn't get there until well after we had finished eating.
Does charging speed really matter? Maybe not, if you install a 240-volt home charger—and you'll want to, as the convenience of having one beats the stuffing out of relying on the public charging network—and mainly use the EV for commuting while also owning another car for long-distance trips. Remember, home charging means leaving every morning with a full "tank," and few Americans routinely drive more than 200 miles in a day. (That said, even on the slower Level 2 household plugs, the Hyundai's 10.9-kW charging gear takes power faster than the Toyota's 6.6-kW unit.) But if you're an inveterate road-tripper and/or a single-car household, the Hyundai's high-speed charging abilities will make a significant difference.
Let's Consider the Coin
We were ready to name Hyundai as the winner, but we hadn't yet considered the price difference: The Hyundai we were driving cost $4,390 more than the Toyota. The higher charge speeds might justify that extra cost, but what if we were homebodies to whom charging speed wasn't important? Is the Toyota the better value?
We debated this point and decided it wasn't. The Ioniq 5 has better accommodations and looks, and opting for the midrange SEL version will run $50,995. That means living without the big sunroof, the nifty head-up display, and a few other goodies, but we think that's a worthwhile sacrifice for the better overall car and experience.
Hyundai Ioniq 5 Wins—But Don't Count Out the Toyota bZ4X
Although the Toyota emerged as our second-place finisher, we can make a good use case for it. The bZ4X's simplicity and approachability should not be undervalued: For someone who isn't a tech geek, who doesn't want to have to read the manual or watch a bunch of YouTube videos, who just wants to get in the damn car and drive it, the Toyota bZ4X is the way to go. With every automaker seeming to want to emulate Tesla and turn their EVs into high-tech showcases, the Toyota is refreshingly easy to use. It's the flip phone of electric cars, and we mean that as a compliment. We also can't ignore that the Toyota is the better-riding and better-driving of these two EVs.
Still, after extensive back-to-back evaluation, the 2022 Hyundai Ioniq 5 emerged as the winner. It's a marvelous electric SUV that is both practical and futuristic, and its employment of better electrical hardware makes it a long-legged, fast-charging adventurer. Nonetheless, the margin of victory over the Toyota was narrower than we expected. The 2022 bZ4X is a competent electric car with many of the attributes that have made Toyota one of the world's most popular car brands. It exits this competition with its head held high—or at least it will once it finishes charging.
2nd Place: 2022 Toyota bZ4X
Pros: Zippy acceleration, sure-footed handling, easy to operate.
Cons: Low back seat, moderate range, slow charging performance.
Verdict: An easy-to-approach EV for the layperson but not a great traveling companion.
1st Place: 2022 Hyundai Ioniq 5
Pros: Handsome and stylish looks, roomy interior, superfast charging.
Cons: Underdamped suspension, steeper learning curve, a little pricier.
Verdict: One of the best overall electric SUVs on the market right now.
POWERTRAIN/CHASSIS 2022 Hyundai Ioniq 5 HTRAC Specifications 2023 Toyota bZ4x Limited AWD Specifications DRIVETRAIN LAYOUT Front- and rear-motor, AWD Front- and rear-motor, AWD MOTOR TYPE Permanent-magnet electric Permanent-magnet electric POWER (SAE NET) 99 hp (fr), 221 hp (rr), 320 hp (comb) 107 hp (fr), 107 hp (rr), 214 hp (comb) TORQUE (SAE NET) 105 lb-ft (fr), 321 lb-ft (rr), 446 lb-ft (comb) 124 lb-ft (fr), 124 lb-ft (rr), 248 lb-ft (comb) WEIGHT TO POWER 14.6 lb/hp 20.6 lb/hp TRANSMISSIONS 1-speed automatic 1-speed automatic AXLE RATIO 4.71:1/10.65:1 13.80:1/13.80:1 SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar STEERING RATIO 14.3:1 14.1:1 TURNS LOCK-TO-LOCK 2.7 2.8 BRAKES, F; R 12.8-in vented disc; 12.8-in disc 12.9-in vented disc; 12.5-in vented disc WHEELS 8.0 x 20-in cast aluminum 8.0 x 20-in cast aluminum TIRES 255/45R20 105V Michelin Primacy Tour A/S (M+S) 235/50R20 100V Bridgestone Turanza EL450 (M+S) DIMENSIONS WHEELBASE 118.1 in 112.2 in TRACK, F/R 64.2/64.6 in 63.0/63.4 in LENGTH x WIDTH x HEIGHT 182.5 x 74.4 x 63.0 in 184.6 x 73.2 x 65.0 in TURNING CIRCLE 39.3 ft 40.0 ft CURB WEIGHT (DIST F/R) 4,684 lb (51/49%) 4,402 lb (54/46%) SEATING CAPACITY 5 5 HEADROOM, F/R 39.1/37.5 in 38.6/37.1 in LEGROOM, F/R 41.7/39.4 in 42.1/35.3 in SHOULDER ROOM, F/R 57.7/57.7 in 57.8/56.0 in CARGO VOLUME, BEH F/R 59.3/27.2 cu ft 50.7/25.8 cu ft TEST DATA ACCELERATION TO MPH 0-30 1.6 sec 2.1 sec 0-40 2.3 3.1 0-50 3.3 4.3 0-60 4.4 5.8 0-70 5.8 7.7 0-80 7.6 10.0 0-90 9.7 12.7 0-100 12.3 16.0 PASSING, 45-65 MPH 2.3 3.1 QUARTER MILE 13.2 sec @ 102.7 mph 14.5 sec @ 95.9 mph BRAKING, 60-0 MPH 123 ft 125 ft LATERAL ACCELERATION 0.88 g (avg) 0.77 g (avg) MT FIGURE EIGHT 25.7 sec @ 0.71 g (avg) 27.4 sec @ 0.62 g (avg) CONSUMER INFO BASE PRICE $48,745 $49,995 PRICE AS TESTED $56,440 $52,050 AIRBAGS 6: Dual front, front side, f/r curtain 8: Dual front, front side, f/r curtain, front knee BASIC WARRANTY 5 years/60,000 miles 3 years/36,000 miles POWERTRAIN WARRANTY 10 years/100,000 miles (including battery) 5 years/60,000 miles (8 years/100,000 miles battery) ROADSIDE ASSISTANCE 5 years/Unlimited miles 2 years/25,000 miles BATTERY CAPACITY 77.4 kWh Li-Ion 72.8 kWh Li-Ion EPA CITY/HWY/COMB ECON 110/87/98 mpg-e 112/92/102 mpg-e (mfr est) EPA RANGE, COMB 256 miles 222 miles (mfr est) RECOMMENDED FUEL 240-volt electricity, 480-volt electricity 240-volt electricity, 480-volt electricity ON SALE Now Now Show AllYou may also like
Acura has many great names in its arsenal, both used and unused. It recently brought back the iconic Integra nameplate, for example, and its history kicked off with the, um, legendary Legend. For the name of its upcoming electric SUV, its first-ever all-electric product, Acura is mining its past—but is digging up a weird fossil indeed: ZDX.What Is an Acura ZDX?The ZDX name is somewhat cool-sounding—at least amongst Acura's "_DX" SUV monikers, including the RDX and MDX—that was previously applied to a single-generation flop, a fastback-styled SUV introduced for 2010 that sold so poorly it lasted only through the 2013 model year.Now, depending on your point of view, the ZDX was either severely misunderstood and unfairly maligned for its beaky schnoz (Acura's grille de jour in the naughts), or it deserved to be killed with fire. Proving that not much in life is fair, the original ZDX largely mimicked the coupe-SUV format laid down by the BMW X6 that had arrived two years prior.Like that Bimmer, the Acura was based on a conventional SUV (an X5 in that case, and the Acura MDX family hauler here) but sported a lower, more hunched profile for some extra visual pizazz and less cargo space. It also came with Acura's torque-vectoring Super Handling All-Wheel Drive (SH-AWD), though only a middling V-6 engine. BMW's X6, which could be had with powerful V-8 engines, survived and thrived, even spawning a smaller X4 variant and similar competitors from Mercedes-Benz, Audi, and Infiniti. The ZDX did not.The ZDX Is BackAcura's ZDX is now being given a second lease on life, with the name officially destined for the brand's new electric SUV. In announcing the name, Acura referred to the upcoming EV SUV as a "performance" model, and added that it will incorporate styling from from the Precision EV concept. While the Precision EV concept connection doesn't specifically rule out a fastback roofline, we should point out that that show car has a fairly normal overall shape; it similarly eschews any funky detailing like the old ZDX's pointy grille, though it is festooned with LED lights.Even greater performance will be available via a promised Type S variant, which in Acura-speak is the name applied to the highest-performance version of a given model. There are TLX and MDX Type S versions available today, and the sold-out, now-discontinued NSX supercar capped its run with a Type S variant.We also know the ZDX will be a 2024 model, set to debut either sometime next year or early in '24 in full production guise. It will borrow GM's Ultium motor and battery technology at first—just like the mechanically related Honda Prologue due around the same time—with subsequent electric Acura's utilizing a new global e:Architecture that also will see collaboration with General Motors.Ironically, the original ZDX was fairly wild-looking, though one of its biggest letdowns was its lackluster powertrain. If Acura were to translate the old ZDX's visual drama into this decade while delivering satisfying electric punch and appropriate dynamic zest, we think the ZDX name could stick this time around.
chevrolet corvette Full OverviewMore than a few automakers have tried to build a supercar you can drive every day without much compromise. and Those efforts, whether cleansheet or adapting an existing car, have rarely succeeded. There's a meaning behind the saying "a jack of all trades and master of none." Something's gotta give. After 14 months behind the wheel of a 2021 Chevrolet Corvette Z51—our 2020 Car of the Year—that something isn't as big as you might think.Yes, we're really going to stand here and tell you a Corvette is the only car you need. Within reason, of course. People with kids or who regularly transport plywood will need another set of wheels. Everyone else? Get a 'Vette.See, I did about everything you could think of with this Corvette. Eight-hundred-mile road trips? Several times. Bring home the Christmas tree? Tied to the roof. Off-road? There was that one time Google Maps sent us on a shortcut that turned out to be a poorly maintained dirt road and we made it without damage. Hardware store? Done it. Grocery shopping? Every week. Beat a Porsche Cayman GT4 around a racetrack? All while costing nearly $47,000 less.Sure, there were a few times the thing we needed to move was too big. On those occasions, we handed the local big-box store $20 and rented a pickup for an hour, or had it delivered. Problem solved, and for a lot less money than owning a second vehicle.We could do all this because the Corvette really is as practical as it is a superlative performer. With two trunks and a removable roof, hauling most stuff home was no big deal. Neither was taking it all on vacation: We just packed multiple carry-on bags instead of one big one.Whether it was running down the street or crossing half the state, the C8's combination of class-leading ride quality, unusually comfortable sport seats, and high-speed stability made a drive of any length easy. Set to "My Mode"—customized with better brake feel, loud exhaust, soft shocks, and light steering—the car absolutely ate up miles. Should you happen to be on a dead-straight rural highway with no other car in sight, it'll happily cruise at 100 mph for hours at a time without beating you up in the slightest.Occasionally, you'll have to slow down for the big bumps, be they on a dirt road or pulling into your own steep driveway. When you do, the nose lift with GPS tagging is an absolute must-have. We stopped taking chances altogether and just raised the nose any time a driveway or speed bump or whatever looked like it might be trouble. Tagging all the spots in our neighborhoods and around the office made commuting much less stressful.The car also does Corvette things really, really well. Like putting that Cayman GT4 in its place. Or hitting 60 mph in as little as 2.8 seconds and embarrassing cars with significantly more power and fatter MSRPs. Also great for just tearing up our local canyon roads whenever the mood struck.The only thing that made driving this car even better was putting it in track alignment and leaving it there. Not only did it make for better lap times, it made the steering more responsive and communicative. True, it wore out the tires in less than 10,000 miles, but it was worth it. Worth it to the tune of $1,889.96 for tires and $100 for mounting and balancing by our friends at ZipTire. Maintaining supercars ain't cheap.Comparatively, though, the Corvette is pretty affordable to fix. The one service appointment we paid for set us back just $183, which is significantly less than the average luxury car service (usually well over $200 per visit) though a lot more than our long-term C7 2015 Chevrolet Corvette Z51, which came with complimentary maintenance for the first few years and didn't cost us a dime aside from tires. As it happened, the front trunk stopped opening right around the time the car needed service, which required ordering a new opener and returning 12 days later to have it installed, but that was covered under warranty along with a pair of minor recalls. Our C7 Corvette was a bit more trouble-prone than our C8.While nothing else needed fixing, we have a few suggestions for Chevrolet when the midcycle update comes around. Although we don't hate the long row of center-console buttons like some people, we agree the ergonomics just aren't there and it creates a wall for the passenger to reach over. While Chevy is rearranging all that, it can also move the wireless phone charger from behind your elbow to somewhere easier to reach. A set of hooks on the ceiling behind the seats to hang your jacket wouldn't hurt, either. It's not like you can see out the back window, anyway. More heat insulation in the rear trunk would also be great. Cold groceries go in the front trunk, always.Outside, it would be great if Chevy could figure out a way to keep rainwater pooled on the hood and decklid from pouring into the front and rear trunks when you open them. It would also be nice if they could slim down the decorative side blades. They're mounted on the widest parts of the door and are the first thing to hit the car parked next to you. Shaving them would make it easier to squeeze in the door when someone parks too close.All in all, these are little fixes that would make us happy, but they're hardly deal breakers. Thoughtful features like the front hood release hidden under the headlight, the downward-facing front cameras, automatic proximity locking, and automatic comfort entry/exit features make us forget most of our gripes.On a fairly regular basis, our friends and coworkers post photos of cars they've seen parked next to each other in the wild with a caption like "ultimate two-car garage." Great if you can't pick just one car and you have money to spend on multiple. If you can live with just two seats, though, you don't need a two-car solution. The C8 Corvette is the ultimate one-car-garage solution.Looks good! More details?2021 Chevrolet Corvette Stingray DRIVETRAIN LAYOUT Mid-engine, RWD ENGINE TYPE 90-deg direct-injected V-8, alum block/heads VALVETRAIN OHV, 2 valves/cyl DISPLACEMENT 376.0 cu in/6,162 cc COMPRESSION RATIO 11.5:1 POWER (SAE NET) 495 hp @ 6,450 rpm TORQUE (SAE NET) 470 lb-ft @ 5,150 rpm REDLINE 6,400 rpm WEIGHT TO POWER 7.4 lb/hp TRANSMISSION 8-speed twin-clutch auto AXLE/FINAL-DRIVE RATIO 3.55:1/1.71:1 SUSPENSION, FRONT; REAR Control arms, coil springs, adj shocks, anti-roll bar; control arms, coil springs, adj shocks, anti-roll bar STEERING RATIO 12.5-15.7:1 TURNS LOCK-TO-LOCK 2.3 BRAKES, F; R 13.6-in vented disc; 13.8-in vented disc, ABS WHEELS, F;R 8.5 x 19-in; 11.0 x 20-in, cast aluminum TIRES, F;R 245/35R19 89Y; 305/30R20 99Y Michelin Pilot Sport 4S DIMENSIONS WHEELBASE 107.2 in TRACK, F/R 64.9/62.4 in LENGTH x WIDTH x HEIGHT 182.3 x 76.1 x 48.6 in TURNING CIRCLE 36.4 ft CURB WEIGHT (F/R DIST) 3,643 lb (40/60%) SEATING CAPACITY 2 HEADROOM, F/R 37.9 in LEGROOM, F/R 42.8 in SHOULDER ROOM, F/R 54.4 in CARGO VOLUME 4.0 (frunk)/8.6 (trunk) cu ft ACCELERATION TO MPH 0-30 1.3 sec 0-40 1.8 0-50 2.4 0-60 3.1 0-70 4.0 0-80 5.0 0-90 6.2 0-100 7.6 0-100-0 11.4 PASSING, 45-65 MPH 1.5 QUARTER MILE 11.4 sec @ 120.4 mph BRAKING, 60-0 MPH 99 ft LATERAL ACCELERATION 1.01 g (avg) MT FIGURE EIGHT 23.4 sec @ 0.86 g (avg) TOP-GEAR REVS @ 60 MPH 1,300 rpm CONSUMER INFO BASE PRICE $67,295 PRICE AS TESTED $80,420 AIRBAGS 4: Dual front, front side/head BASIC WARRANTY 3 yrs/36,000 miles POWERTRAIN WARRANTY 5 yrs/60,000 miles ROADSIDE ASSISTANCE 5 yrs/60,000 miles FUEL CAPACITY 18.5 gal EPA CITY/HWY/COMB ECON 15/27/19 mpg EPA RANGE, COMB 352 miles RECOMMENDED FUEL Unleaded premium ON SALE Now Our Car SERVICE LIFE 13 mo / 16,512 mi BASE PRICE $67,295 OPTIONS Z51 Performance pack ($5,995: 3.55:1 axle ratio, electronic limited-slip, rear spoiler, heavy-duty cooling, performance suspension, brakes, tires, and exhaust); Front lift w/memory ($1,995); Magnetorheological dampers ($1,895); GT2 bucket seats ($1,495); Red brake calipers ($595); Composite rockers ($550); Premium paint ($500); Carbon flash side mirrors ($100) PRICE AS TESTED $80,420 AVG ECON 17.0 mpg PROBLEM AREAS None MAINTENANCE COST $400.69 (2- inspection, oil change) NORMAL-WEAR COST $2,062 (set of tires) 3-YEAR RESIDUAL VALUE* $96,800 (120%) RECALLS None *IntelliChoice data; assumes 42,000 miles at the end of 3-years Show All
The double whammy of increasing fuel and vehicle prices has a lot of SUV shoppers not knowing which way to turn. A more efficient modern ride could ease the pain at the pump, but with inflation and rising borrowing costs, many are delaying big-ticket purchases like new cars. Expanding a search to include slightly used SUVs with strong fuel economy might be the way to go if you're looking for an alternative.Knowledge is power, and in our methodology below, you'll find how we came to our tally. Most of the SUVs on this list are subcompact and compact crossovers, but a single midsize offering also managed to qualify. All received an EPA combined fuel economy rating of 27 mpg or greater, and a couple of the entries can be found priced from roughly $15,000. Keep reading to find out which used SUVs under $30,000 have the best fuel economy.About MotorTrend's methodology: The Buyer's Guide recognizes how important a used car purchase can be, which is why we take this so seriously. Our methodology considers many of the same factors in our new-car rankings system, starting with value. The experts at IntelliChoiceconduct extensive research to assess long-term value on 3-5-year-old vehicles, which means our picks start at the 2018 model year. IntelliChoice considers resale value, the cost of insurance, maintenance costs, fuel costs, and more. We prioritize models receiving a Good or Excellent IntelliChoice used-car value rating. An above-average J.D. Powerquality and reliability rating is also a plus. Any vehicle we recommend must have earned anIIHSTop Safety Pick award or NHTSA overall five-star safety rating, and have some used-car inventory with under 80,000 miles (the upper limit on many automaker CPO programs).
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