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Netflix Adds 'Two Thumbs Up' Rating for Content You Absolutely Love

Netflix Adds 'Two Thumbs Up' Rating for Content You Absolutely Love

Even the savviest Netflix users may occasionally find themselves stuck in a recommendation conundrum. Because you watched that one British crime drama from 2017 and gave it a thumbs-up, you can't escape the algorithm. If you liked it, Netflix suggests other titles in the genre that fill up an entire row. Now the streaming service wants to take things a step further.

On April 11, the streaming service rolled out its Two Thumbs Up feature, which is a way to double up on your enthusiasm for a TV show or movie. Currently, the basic thumbs-up and thumbs-down options signal that you either want to see similar content or send it to the trash pile. You like it or you don't. Netflix tailors your recommendations based on these ratings, your viewing history and how and when you watch.

Let Netflix know what you want with the new Two Thumbs Up option.

Netflix

But when you click Two Thumbs Up, you'll be declaring your love for a particular title on the platform, and Netflix will sharpen its recommendation system for you. How does it work, exactly? As an example, the streamer says, "If you loved Bridgerton, you might see even more shows or films starring the cast" or from Shondaland, the production company behind the show. That means if you really dug Unbreakable Kimmy Schmidt, expect to see content suggestions featuring Tituss Burgess or comedies with quirky characters.

This rating feature is available whether you're streaming Netflix on a TV, mobile device or web browser. Once you click on the thumb icon to rate a title, you'll see the Two Thumbs Up option with a feedback message that says, "We know you're a true fan!" No need to email Netflix or figure out any of its hidden settings in order to tell the company how you really feel.

Netflix eliminated its five-star rating system back in 2017 and changed it to the more simplified thumb signal to express approval or disapproval. In addition to the personal preferences you choose when you first set up your profile, the thumb ratings help refine which titles best reflect your taste. The platform's algorithms also take into account the popularity of certain titles overall when suggesting your next favorite binge or movie. With this added feature, you can try taking your customization power to the next level.

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Apple Watch: It's been 5 years since my original review, and it holds up

Apple Watch: It's been 5 years since my original review, and it holds up

I'd love to say that when I first put on the Apple Watch, I'd never seen anything like it before. But of course, that's not true. By late 2014 I'd been surrounded by smartwatches for a few years. So when Apple announced it was making its own watch, my thought (as so often with Apple) was: finally.

The first smartwatch I reviewed at CNET was the Martian Passport, an analog watch that could make phone calls. It sounds so primitive now, but it was cool in early 2013. The Pebble Watch followed, and the Steel version became my favorite: It was like a Casio watch turned into a useful little pager-assistant. It was simple and had long battery life, and it was great.

There were others, too: Samsung's first smartwatches were ambitious (a camera?). Google's first Android Wear watches arrived in 2014. Meanwhile, there were Fitbits and Jawbone trackers galore.

I say this to lay the groundwork for the Apple Watch and what its impact was. Like the iPhone wasn't the first smartphone, the Apple Watch wasn't the first smartwatch... but it made the biggest footprint. It was another step validating that a world of wearables was here to stay. 

I was able to wear the Apple Watch a month before it went on sale. I spent a ton of time with it, getting used to both how it handled phone calls, and the activity tracking rings. I looked at my heart rate measurements. I accidentally ordered an Xbox One with an early Amazon app.

The Watch was, much like the first iPhone, sometimes feature-limited. But it also had some features that already stood out.

My original review was updated a year later, which you can read here. Some parts have changed, clearly, and Apple has updated the OS. But I'll comment on what I wrote then, and how I felt, and how that's evolved. Quotes from the original review are in italics.

The gold Apple Watch, way back when.

James Martin/CNET

An excellent design, with luxury overtones

Apple wants you to think of the Apple Watch as fine jewelry. Maybe that's a stretch, but in terms of craftsmanship, there isn't a more elegantly made piece of wearable tech. Look at the Apple Watch from a distance, and it might appear unremarkable in its rectangular simplicity compared with bolder, circular Android Wear watches. It's clearly a revamped sort of iPod Nano. But get closer, and you can see the seamless, excellent construction.

The first Apple Watch came in aluminum, steel and ramped all the way up to a gold model costing more than $10,000. Compared to other smartwatches, it screamed luxury.

Certain touches felt luxurious, too: the fine-feeling Digital Crown, which spun ever so smoothly like a real watch part, for instance. The OLED display, which was a first for an Apple product, looked crisp and bright.

The most amazing part, maybe, were the watch bands. Apple created a really nice series of specially designed straps, from a steel link to a clever magnetic Milanese mesh that were extremely expensive and impressively engineered. 

Its watch face designs were great, too, and they integrated some information from the iPhone that aimed to add at-a-glance ease of use. There was a Mickey Mouse watch face that danced! The Solar face showing sunrise and sunset, and the astronomy face that showed planetary alignments and moon phases, felt like magic. I wanted more, but Apple's assortment of watch faces was limited, and it didn't allow for third-party watch face design. That's still the case now.

A lot of the Apple Watch reminded me of the strides Apple began with the iPod Nano, which also had watch mode... and a Mickey Mouse watch face.

Sarah Tew

New technologies at first: fantastic haptics, a force-sensitive display

All Apple Watches have a new S1 processor made by Apple, that "taptic" haptic engine and a force-sensitive and very bright OLED display, which is differently sized on the 38mm and 42mm models. The watch has its own accelerometer, gyrometer and heart-rate monitor, but no onboard GPS. It uses Bluetooth 4.0 and 802.11b/g/n 2.4GHz Wi-Fi to connect to your phone or your home network. There's a built-in speaker and microphone, but no headphone jack.

As I wore the watch on the first day, I felt a rippling buzz and a metallic ping: one of my credit card payments showed up as a message. Apple's "Taptic Engine" and a built-in speaker convey both a range of advanced taps and vibrations, plus sounds. Unlike the buzz in a phone or most wearables, these haptics feel sharper: a single tap, or a ripple of them, or thumps.

Sometimes the feelings are too subtle: I don't know if I felt them or imagined them. My wrists might be numbed from too many smart devices. I set my alerts to "prominent" and got sharper nudges on my wrist.

The first watch introduced some ideas that eventually made their way to other iPhones. A "taptic engine" delivered on some amazingly refined vibration effects, ranging from a purr to a ping to a gentle tap. These were way ahead of what anybody else was doing -- and they weren't just a gimmick. The notification types associated with unique vibrations felt distinct. Sometimes, the vibrating taps on the first Watch weren't as powerful as I wanted. But with later updates, the haptics made parts of the interface seem real: virtual wheels, clicking as if moving with invisible gears.

The more advanced haptics made their way to the iPhone next, making us used to them now. Other phones, game consoles like the Nintendo Switch, and VR accessories, have evolved haptics since, but the Apple Watch was the first mainstream device that upped the haptics game.

Force Touch was another wild idea: Apple made its watch display force-sensitive, meaning a deeper press could work like pushing a button. Though this idea was refined further into 3D Touch on the iPhone 6S, 3D Touch was a technology that never became as necessary as expected, and current iPhone models have dropped the pressure-sensitive display tech completely.

The Apple Watch still has Force Touch, though, and I think it always will.

Digital Touch: I never used it much after that.

Sarah Tew

Lots of features. Too many features?

As you can see, this is a lot of stuff. Did I have fun using the watch? Yes, mostly, but there are so many features that I felt a little lost at times. There are so many ways to interact: swiping, touching, pressing harder into the display, a button and a clickable digital crown-wheel. Plus, there's Siri. Do I swipe, or click, or force touch or speak? Sometimes I didn't know where an app menu was. Or, I'd find getting back to an app I just had open would require an annoying series of crown clicks, swiping through apps, then opening the app again.

There's a reason I used the word "complicated" to describe my feelings using that first Apple Watch. Setting up bits of information, called complications, was slow and not always intuitive. Apps took a while to load, and were sometimes so slow that it was easier to check my phone instead. Quick glances and notifications, and phone calls, were fine. Apple Pay on the watch was clever, but would I use it? I wished the watch had more battery life.

I didn't like the overcomplicated feel. The design of the OS, and the card-like swappable mini-view apps that used to be on the Watch like a dock, changed over time. It's gotten better since.

Storing music on the watch, while it took a while to sync, was easier than attempts on Samsung Gear or Android Wear. Of course, I had to hunt for a good pair of Bluetooth headphones to connect with the watch.

Today I still forget to dive into and make the most of the apps on the watch. I just dusted off Walkie Talkie: it's cool. There's noise monitoring. One app lets me remote control my iPhone camera, which has been a huge help for my stay-at-home self-shot videos. The Remote app helps me when I lose the Apple TV remote every other day. 

Third-party apps, and the grid of options? It turns out I don't use them much at all. I don't dig down deep into the layers of functions. I prefer what's on the surface: watch faces, and their readouts. But I've come to appreciate the watch's surprising number of options and settings. It's better than not having them at all.

The rings were the beginning.

Sarah Tew/CNET

Fitness: The ring idea was just the beginning

The Apple Watch doesn't work any fitness miracles that the rest of the wearable world hasn't already invented, and it doesn't ship with any new magical sensors that change the game. But the Apple-made integrated fitness apps, Activity and Workout, are far and away the best fitness apps on any existing smartwatch that isn't a dedicated "fitness watch" (Samsung Gear, Android Wear, Pebble and the like). A clever three-ring method of tracking daily activity, which simultaneously measures and rewards daily calorie burn, active exercise and standing up, feels like a fusion of rewards and metrics seen on the Nike FuelBand, Jawbone Up, Fitbit and others. 

I appreciated Apple's complete-the-ring motivational activity tracker, which felt inspired by wearables like the Nike FuelBand (not surprising, since Apple's head of fitness, Jay Blahnik, arrived from Nike). For the red ring's daily goals, it's great. It felt too easy to complete the blue Stand ring, and it still does.

There are tons of fitness advancements Apple has made on the Watch in the last five years: GPS, resting heart rate, workout controls, social sharing, third-party app integration, swimming, modes for accessibility, activity trends -- and I haven't even discussed Apple's massive health aspirations like adding ECG, checking for falls, monitoring elevated or irregular heart rate or women's health tracking. There is some form of coaching and motivation, too. But I'd still love to see more of that. I hit a wall when trying to be fit, and there's only so much watches seem to help.

The first Apple Watch was more of a Fitbit. Now, it's more of a health companion. Those two worlds still feel like they need to dovetail and grow. There are missing features, too, like sleep tracking, which feels like the inevitable next step.

You still need an iPhone, just like in 2015.

Sarah Tew

It was, and still is, an iPhone accessory

Much like most other smartwatches, the Apple Watch isn't a standalone device -- it's a phone accessory. Android Wear, Samsung Gear, Pebble and others work the same way. But here, you must own an iPhone 5 or later to use the Watch. A few Apple Watch functions work away from the phone, but the watch primarily works alongside the phone as an extension, a second screen and basically another part of your iOS experience. It's a symbiote.

One thing I noted back then was that you needed an iPhone to use the Apple Watch. Unlike other wearables that can pair with Android or iOS, or even sync with a computer, the Apple Watch was always designed to live symbiotically with the iPhone.

That's still the case now. Even with independent cellular options, and an on-watch App Store, you can't use the Watch without pairing to an iPhone. And it still won't work with Android. It's a shame, because a fully standalone watch could be a really helpful tool for many people who don't have iPhones, and it could even be a phone alternative (for kids, maybe).

Apple's AirPods created a gadget trinity where the Watch, the iPhone and AirPods can all work seamlessly together. But that trinity is an expensive one. The entry price of the Apple Watch has dropped, at least. But it feels like an extension of the iPhone more than its own device, even now.

The Apple Watch Series 5: much better, with a few similarities.

Sarah Tew/CNET

Today: the best watch in a war of attrition

You don't need an Apple Watch. In many ways, it's a toy: an amazing little do-it-all, a clever invention, a possibly time-saving companion, a wrist-worn assistant. It's also mostly a phone accessory for now. In the months and years to come, that may change: with Apple's assortment of iPads, Macs, Apple TV and who knows what else to come, the watch could end up being a remote and accessory to many things. Maybe it'll be the key to unlock a world of smart appliances, cars and connected places. In that type of world, a smartwatch could end up feeling utterly essential.

I think back to what the Apple Watch was competing against back then: Jawbone, Pebble, Fitbit, Google's Android Wear, Samsung's watches, the Microsoft Band. A lot of competitors are gone now. Fitbit was acquired by Google. Samsung still has watches. Garmin makes lots of dedicated fitness watches. There are still plenty of more affordable relative newcomers, too.

The original Apple Watch, with the Pebble Steel, Moto 360 and the original iPod Nano with wristband (clockwise from top left).

Sarah Tew

In a field of fewer alternatives, the Apple Watch's consistent addition of new features and ongoing performance improvements has made it the best option. It's Apple's commitment to gradual improvements that has made it a stand-out watch now, especially compared to the struggles of Google's Wear OS.

The Apple Watch is still an iPhone accessory. And it's still not an essential product. But it's become a really fluid and useful device, one with lots of key upgrades that work, and one that's a lot easier to use.

What's the best smartwatch now? The Apple Watch. That doesn't mean I don't want to see improvements: battery life, sleep tracking, a watch face store and most importantly, Android support and true standalone function. If the last five years are any indication, Apple will tackle these problems on its own... time.

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OnePlus 10 Pro peek reveals lots of Oppo software DNA

OnePlus 10 Pro peek reveals lots of Oppo software DNA

Curious about what it's like to use the OnePlus 10 Pro? So is everyone else outside of China since the phone launched there on Jan. 10 and the company hasn't yet given an international release date. But a new video showing off the flagship phone reveals it's essentially running Oppo software.

YouTuber Marques Brownlee got his hands on a OnePlus 10 Pro model from China and demonstrated that it appears to have entirely replaced all traces of OnePlus' signature OxygenOS Android skin with Oppo's ColorOS.

Read more: The best phones to buy in 2022

This doesn't necessarily mean the version of OnePlus 10 Pro that'll be sold outside China won't have OxygenOS, Brownlee noted. But replacing software entirely is very different than the "fusion" of operating systems that OnePlus CEO Pete Lau described last September that would bring the best of both OxygenOS and ColorOS to the next generation of OnePlus phones.

Fans and media have been in the dark since the phone's launch earlier in January, which only revealed the OnePlus 10 Pro's specs and new design. Per Brownlee's video, the phone's hardware is exactly as advertised: It seems to have the same lenses as the OnePlus 9 Pro in a redesigned camera block housing, though it does have a new 150-degree ultrawide mode within the photo app, among other tweaks. 

In addition, the in-screen fingerprint sensor, which was awkwardly low on the OnePlus 9 Pro, has been moved up on the display to be easier to reach with your thumb. The phone also has a new type of display, an LTPO 2, which has the same 120Hz maximum refresh rate but now goes down to a 1Hz, which is lower than the 9 Pro's minimum 10Hz, meaning lower potential power drain. 

It seems we were right to be excited over the 10 Pro's 5,000mAh battery, the largest yet on a OnePlus flagship phone, as Brownlee found it lasted longer than the brand's older phones. The 80-watt charging is also as speedy as expected, though you'll need to buy a proprietary Oppo wireless charger to reach the phone's 50-watt maximum wireless charging speeds. 

OnePlus veterans may be thrown off by the charger included in the box, which isn't OnePlus' WarpCharge but the SuperVOOC charger block typically packed with Oppo phones. The latter has a USB-A plug instead of the USB-C ports used by most modern chargers, so if you lose the included cable, you may need to unearth older cables long ago consigned to your desk drawer. 

OnePlus didn't respond to a request for comment.

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And models review of 2022 nissan rogue 2022 nissan rogue review 2022 nissan rogue review videos 2022 nissan rogue 2022 nissan rogue specs 2022 nissan rogue sv 2022 nissan rogue sl 2022 nissan versa 2022 nissan leaf

2022 Nissan Rogue Review: Little Engine Makes a Big Difference

2022 Nissan Rogue Review: Little Engine Makes a Big Difference

The Nissan Rogue gets a major improvement this year, but it's not something you'll notice right away. Peep under the hood and you'll find a brand-new 1.5-liter turbocharged inline-3 engine -- a small but mighty powerplant that gives Nissan's best-selling SUV a nice bump in power while also returning better fuel economy.

This new triple uses the same variable compression technology as Nissan's larger 2.0-liter turbo I4, an engine that's optional in the Altima sedan and standard in the Infiniti QX50 and QX55 crossovers. Basically, varying the compression ratio allows the 1.5T to deliver more power at low revs and operate more efficiently while cruising. It's a trick bit of win-win tech.

The specs back up these merits: The 1.5-liter I3 is rated at 201 horsepower and 225 pound-feet of torque, increases of 20 hp and 44 lb-ft over the 2021 Rogue's 2.5-liter naturally aspirated I4. Meanwhile, fuel economy sees a 3-mpg improvement on the combined cycle, with a base, front-wheel-drive Rogue estimated to return 30 mpg city, 37 mpg highway and 33 mpg combined. A loaded, all-wheel-drive Platinum model like my tester drops those figures to 28 mpg city, 34 mpg highway and 31 mpg combined, but that's still better than top-spec versions of the Honda CR-V and Toyota RAV4.

Nissan reworked the Rogue's continuously variable transmission to complement the turbo engine, and while the changes aren't radical, the CVT is both smoother and quieter than before. The Rogue has steering wheel-mounted paddles so you can fake shift through your fake gears if you feel like it, but leave the transmission alone and it'll do its thing without any fuss. (Those paddles are best left untouched.)

The 2022 Rogue isn't what I'd call quick, but it certainly accelerates with more authority than the 2021 model. In fact, the throttle might be a little too sensitive, delivering a quick jolt of power while pulling away from stops before mellowing out. Midrange thrust is acceptable -- certainly better than the old 2.5-liter engine, at any rate. But the best thing about the 1.5T is that it doesn't have the 2.0-liter VC-Turbo's weird power peaks and valleys; the torque delivery is nice and linear aside from that initial jump. Plus, unlike other small-displacement I3s, the Rogue's engine isn't prone to harsh noises or unwanted vibrations, both at speed and while idling.

Around town, the Rogue is pleasant to drive. The suspension strikes a nice balance of city comfort without freeway floatiness, and the steering is appropriately tuned -- nicely weighted but lacking feedback, not that 99.9% of Rogue buyers will actually care. Instead, these customers will appreciate the Rogue's long list of standard driver-assistance tech, including forward-collision warning, lane-departure warning, blind-spot monitoring, rear cross-traffic alert and more. All Rogues except the base S come with Nissan's excellent ProPilot Assist, which combines adaptive cruise control with active lane-keeping tech.

Three mighty cylinders.

Steven Ewing/CNET

The Rogue's multimedia setup is unchanged, meaning there's a standard 8-inch touchscreen running Nissan's sorta-outdated infotainment suite, with Apple CarPlay and Android Auto built in. A larger 9-inch screen is optional on SL and standard on Platinum trims, though the software within isn't any better. CarPlay does connect wirelessly with the 9-inch screen, however, and the Platinum has a spiffy 12.3-inch digital gauge cluster, plus an optional head-up display.

Obviously my Platinum test car has all the bells and whistles, like quilted leather upholstery wrapping Nissan's comfy-cushy Zero Gravity seats, a panoramic sunroof, heated seats and a heated steering wheel. But the Rogue's interior is super nice overall. I love how the rear doors open a full 90 degrees, which is super helpful for people, but also great when I want to put bulky items on the back bench. The relatively boxy shape helps with overall cargo capacity, too, though the Rogue's 74.1-cubic-foot measurement splits the difference between the smaller RAV4 and larger CR-V.

The interior is nicely appointed and quite spacious.

Steven Ewing/CNET

All 2022 Rogue models are slightly more expensive than before, with a base model coming in at $28,445 (including $1,295 for destination). All-wheel drive is a $1,500 upcharge on all trim levels, and a top-of-the-line Platinum AWD like the one pictured here starts at $39,725. Add $745 for the fetching two-tone orange and black paint job, plus $400 for the head-up display and the Rogue tops out at $40,870. Midgrade SV and SL trims are available in the low-to-mid-$30,000 range, so those will be the ones you'll see most often.

The third-generation Nissan Rogue is a pretty straightforward SUV. It's not the best looking, most luxurious or most fun-to-drive crossover in the compact class, and unlike many competitors, there are no hybrid or plug-in hybrid options available. Even so, the Rogue is a solid all-around product that doesn't really do anything poorly. That'll likely keep it Nissan's top-selling product, and the new turbo engine only enhances this SUV's appeal.

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The Best Strollers of 2022: Cost, Convenience and Best Features

The Best Strollers of 2022: Cost, Convenience and Best Features

A stroller can be one of the most expensive purchases you make as a new parent. We say "can" because the stroller market is so vast and varied that your choices range from sub-$100 umbrella strollers to premium models that ask $1,000 and up. With so many different options for wheeling around your bundle of joy, it's easy to become overwhelmed. 

In many ways, shopping for a stroller is like shopping for a car. Just as you'd do for that similarly daunting process, you must first identify your needs. Do you want a small stroller you can take anywhere and deploy and break down quickly, or do you want a large stroller that's more comfortable and can carry more stuff? How many seats do you need? Do you want to be able to swap in a car seat? And how much are you willing to spend? Once you have a better idea of what you want, you can narrow down your options. 

To help you in your search, we tested nine strollers across several different categories. Keep reading to find out which ones deserve your attention.

Read more: How To Choose the Right Baby Stroller for You

Screenshot by Nasha Addarich Martínez/CNET

It's a great idea to buy a convertible stroller for your first baby if you're considering having a second. It gives you the flexibility to add another seat and convert it into a double later on down the line. But while a convertible stroller will work well enough, a dedicated double stroller might better suit your needs. The Baby Jogger City Mini GT2 Double is an all-terrain side-by-side double stroller with several advantages over a convertible double stroller. For one, its maneuverability doesn't change with the number and size of the kids it's carrying. A convertible double stroller has its seats arranged in a tandem configuration. If you have an older toddler in the front seat, the added weight over the front wheels will affect your steering effort. A side-by-side doesn't have that problem if you don't exceed the stroller's weight limits.

Another benefit of the side-by-side layout is the ease of getting your child into the seat. Since there's nothing in front, lifting them into the seat is a breeze. My 3-year-old liked to climb into his seat himself, though this was a double-edged sword as he could just as easily climb out if he wasn't buckled in. Buckling him in was easy when I just used the waist belt, but the shoulder straps' interlocking harness system was tricky. The harness parts all go together a certain way, and getting them to stay that way while your child is squirming can be challenging. Another shortcoming is the small under-seat storage basket. It's a relatively small space for such a large stroller, though it will fit a backpack-style diaper bag, provided you can squeeze it past the crossbar right over the basket. There are also no cup holders, so if you want a place to dock your latte, you'll need to buy one separately from Baby Jogger.

Being an all-terrain stroller, the GT2 Double has larger wheels and a fantastic suspension that provide a smooth ride on pavement and more off-road capability for outdoor excursions. To set the brake, simply pull the lever on the right rail. 

One drawback of side-by-side double strollers is that they're wide. The GT2 Double will fit through standard-size doorways, though sometimes just barely. You need to be aware of the placement of the back wheels when pushing through a door to avoid snagging them. The stroller's extra width makes it less ideal for cruising narrow store aisles. It's best suited for wide-open spaces, so the GT2 Double has become my go-to theme park stroller. As I already mentioned, it's supremely maneuverable and very easy to get my kids in and out of. Thanks to the individually reclining seatbacks and flip-up footrests, it's also great for taking naps. If one child falls asleep, you can lean them back and pull down the sunshade, which provides generous coverage.  

Folding the GT2 Double is as easy as pulling the straps on the seats. The stroller collapses neatly in half, though you need to be ready for the top to swing down to avoid smacking your shins. Carrying the GT2 Double by those straps is easy enough, but at 36.5 pounds, it's far from being a lightweight stroller. Getting it in and out of your car requires some muscle, especially if you lift it over and into a conventional trunk. Additionally, its substantial width makes it bulky even when folded, so you'll need to clear a good amount of space to make room for it.  

Price: At around $700, the GT2 Double isn't cheap. But it makes life with two young kids a little bit easier, and for that, I say it's worth every penny.

Screenshot by Nasha Addarich Martínez/CNET

Unless you're a stroller enthusiast, you probably won't notice when another parent rolls up next to you with a fancy set of wheels. But everyone will notice the Wonderfold W4 Luxe. This imposing four-seat stroller wagon stands at 4.5 feet tall with the canopy fully extended and is just over 4 feet long. On walks, it will take up most of the sidewalk. Despite its size, the largest Wonderfold model is relatively easy to maneuver, though don't expect it to navigate tight corridors and aisles. You will feel the weight of the wagon (plus your kids) when pushing uphill or for long periods, but the large 12-inch wheels in the rear make that task less laborious.  

The Wonderfold W4 Luxe is kind of like a Pack 'n Play on wheels and, as such, it's spacious. The wagon comes with two bench seats, which accommodate two children each. The shoulder room will be tight with two toddlers on one bench, but it's manageable. We usually install the front-facing bench for our two kids, leaving space for blankets, toys and whatever else they need in the front of the wagon. I like that the walls are tall enough that my 3-year-old can't just jump out whenever he wants, and he likes the secret zipper door in the front that allows him to crawl in and out when opened. The canopy is simple and effective, providing plenty of shade no matter the sun's position. When not needed, the canopy rods slide out and stow neatly in the back of the wagon. Also in the back is a large external cargo basket that can hold your diaper bag and more.

The W4 Luxe's best feature is also its biggest downside: it's massive. The wagon weighs 58 pounds in total, and while folding it does shrink it down substantially, it's still bulky. This isn't a stroller you can fit easily in an average-sized trunk. You need to be able to fold some seats down or have a truck bed to toss it into -- and even then, lifting it in and out won't be easy. With all that said, the Wonderfold W4 Luxe isn't well suited for everyday stroller duties. 

Price: This wagon will set you back by $900. But if you have two or more kids and go on regular family adventures, the W4 Luxe is a fantastic option that you'll get years of use out of.

Screenshot by Nasha Addarich Martínez/CNET

After more than 60 years in the baby products game, Chicco has earned a reputation among parents for being a trusted brand. In the competitive stroller market, Chicco's offerings fall right in the middle of the price spectrum, and even though its strollers aren't super high-end, they offer a lot of bang for your buck. The Chicco Corso is a perfect example. 

The Corso is a full-size, single-seat travel system stroller, which means it was designed from the outset to be compatible with a car seat (in this case, the Chicco KeyFit range). Though the Corso's seat is suitable for newborn babies (it reclines fully and comes with an infant insert), it's easier to keep your little one in their car seat, remove it from its base, pop it into your stroller and go. Doing this avoids transferring your baby, which is a game-changer if they're sound asleep and want them to stay asleep.  

The Corso is a midrange stroller, so it feels plain compared to high-end offerings in the same class. Some of its materials are somewhat rough to the touch, and overall the seat lacks the plushness you might expect based on its upscale, modern design. I tested the Corso LE model, which does add a few more premium features, such as a faux leather wrap for the handlebar and bumper bar and a larger cargo basket with cup-holder pouches. It also upgrades the wheels from plastic to a treaded rubber design. These enhancements help raise the Corso's luxury quotient, but if you're expecting Uppababy or Nuna levels of quality, you'll be sorely disappointed.        

What the Corso lacks in luxury, it makes up for with practicality and value. The Corso is handy with a supple ride that's easy on your hands and your baby. The seat has three recline positions and will lay flat. Meanwhile, the canopy provides good coverage thanks to a zip-out extension. I love the one-handed folding mechanism, similar to the Chicco Bravo and it comes in handy when you've got a baby occupying your other hand. Once folded, the stroller stands on its own -- a highly underrated feature.

The Corso is often paired with a KeyFit infant car seat (the standard Corso gets the KeyFit 30 while the Corso LE gets the KeyFit 35). That makes sense since a travel system stroller works best when you have the car seat it's designed to work with. You can, however, buy the Corso separately.

Price: At around $500, the Chicco Corso is a versatile stroller that looks chic and performs well and is a comparable option from Uppababy or Nuna.    

Screenshot by Nasha Addarich Martínez/CNET

It's rare for a stroller to live up to its marketing hype, but the Veer Cruiser does just that with a rugged design that offers capability and utility in spades. The Veer is a versatile stroller wagon that seats two children. The wagon can be pulled or pushed, though pushing requires some getting used to as it steers from the back in this configuration. In keeping with its extreme outdoorsy image, the wagon is designed to be hosed down when it gets dirty. This is a great feature, especially if your kids spill food from the center snack tray. 

The Veer Cruiser's 12-inch rear wheels help it crawl over uneven terrain, while the front wheels with integrated suspension help smooth out the ride. The sides of the wagon are at a good height for a toddler to rest their arms on and they can easily climb in and out. Though the sides, seat backs and handle bar collapse flat, the Veer Cruiser is still bulky when folded due to its large wheels. It's also on the heavy side at 32.5 pounds.

The Veer Cruiser has many useful features out of the box, but some conveniences that come standard on other strollers are only available as optional accessories. For example, if you want shade for your children, you'll have to fork over an additional $60 each for the retractable canopies. If you want more cargo space, the rear cargo basket will set you back at around $80. The advantage of offering everything à la carte is you can customize your Veer Cruiser to your heart's content with unique colors and prints. The Veer Cruiser is undoubtedly a pricey option (especially after accessories), but you'll appreciate this wagon's versatility and robustness if you find yourself outdoors often. 

Price: At $699, the Veer cruiser is pricier than other strollers on this list. But if you enjoy having the option to fully customize your stroller to your ever-changing baby needs, it may be well worth the price.

Screenshot by Nasha Addarich Martínez/CNET

Full disclosure: I've owned an original Minu since 2018, so I've had a lot of time to consider what it does well and where it falls short. With that said, I can say the changes UppaBaby made to the Minu V2 go a long way towards addressing the issues I had with the original. The UppaBaby Minu is the brand's lightweight, compact stroller. Its significantly smaller dimensions make it well-suited for traveling on a plane, but the Minu also works as an everyday stroller.

The Minu V2 builds on the original with small but meaningful improvements. The latch that keeps the stroller together when folded is now hinged and spring-loaded, making it easier to release and unfold. The canopy has been redesigned with a zip-out extension, replacing the previous pull-down shade that got loose and floppy over time. There's also an adjustable leg rest, a welcome addition for naps in the stroller. 

These enhancements only make a great stroller even better. The Minu V2 still boasts exceptional maneuverability and a smooth, comfortable ride for a small stroller. Storage space is limited, but there's enough room in the cargo basket to stow a backpack-style diaper bag. Another reason you'll love it is it fits just about anywhere. There's no need to worry about clearance issues when you're rolling through a densely packed store -- and no matter what other junk you have in your trunk, odds are the Minu V2 will fit. Unfortunately, one feature that hasn't been updated is the two-pedal brake system. Normally, you step on the red pedal to set the brakes on both wheels and step on the green to release them, but in some cases, the pedals stick and fail to lock or unlock both wheels. This is an annoyance but won't affect functionality too much as you can still set the brake manually on each wheel.

Price: The Minu V2 is priced at around $450, which is high for a compact stroller. But its ease of use and overall build quality will ensure that you get plenty of mileage out of it. 

Screenshot by Nasha Addarich Martínez/CNET

If you like the idea of the Veer Cruiser but can't bring yourself to spend that kind of money on a wagon, the Evenflo Pivot Xplore is a compelling alternative that's substantially easier on your wallet. Like the Veer, the Pivot Xplore is an all-terrain stroller wagon with a reversible handlebar that allows you to pull it like a wagon or push it like a stroller. It seats two kids facing each other and comes with a detachable snack tray that snaps in the middle. It also comes with two canopies and an external cargo basket, features that are available only as optional accessories on the Veer.

The Pivot Xplore's large wheels with foam-filled rubber tires perform well on uneven terrain, though not as big as the Veer's. In addition to being competent off-road, the Pivot Xplore rides smoothly on pavement and requires little effort to push or steer when in stroller mode. The seats are spacious, offering plenty of room for your kids to grow thanks to a deep, expandable footwell and wide seat cushions. Drop the wagon's front rim to get in or out, and your kids can come and go as they please. The three-point waist belt is easy to use and holds them securely in place if you need them to stay put. 

Storage is another thing this stroller wagon does well. Each seat has an interior side pocket for storing snacks, sippy cups, toys or whatever your kids pick up on the trails. There are also two exterior pockets that are a good size for storing water bottles. The basket hangs off the back of the wagon and provides a decent amount of space for jackets or a small diaper bag. Do keep in mind that it can get in the way of your legs when pushing in stroller mode. 

It's tough to avoid bulkiness with a wagon, especially an all-terrain wagon with large wheels. The Pivot Xplore weighs 34.7 pounds, but it doesn't feel that heavy loading it into your car when folded. The folding process is straightforward, but it does require some muscle to get the two ends of the stroller to scissor in half and click together in the middle. 

Price: At just under $400, the Pivot Xplore offers a tremendous amount of value for the money. For nearly half the price of the Veer, you get almost as much utility.

Screenshot by Nasha Addarich Martínez/CNET

If you're a parent that's constantly on the go, you need a stroller that can keep up with your busy lifestyle. The Ergobaby Metro Plus is a compact stroller that offers a lot of convenience and takes up hardly any space at all when folded. 

Thanks to its compact dimensions, the Metro Plus can fit just about anywhere, whether you're making your way through a crowded store or rolling down the narrow aisle of an airplane. It also folds up small enough that it's approved for stowage in the overhead bins of most airlines, which is great because a stroller comes in handy when boarding or deplaning with a toddler. At just under 17 pounds, the Metro Plus is exceptionally light. Moving it from one car to another is effortless, especially since you don't have to rearrange your trunk to get it to fit. 

The Metro Plus is reasonably spacious for a compact stroller with a well-padded seat. The seatback reclines flat for nap time and has an adjustable leg rest. The canopy is mounted high on the stroller, limiting coverage, and there's no visor extension. Meanwhile, the cargo basket is decent for a small stroller and has a good clearance between the bottom crossbar and the basket. I also appreciate the adjustable handlebar, a feature I wish the Minu had. The Metro Plus rides well on smooth surfaces, but it can get bumpy going over chunky asphalt. The stroller is supposed to fold with only one hand, but I found the folding mechanics awkward and almost always had to use two hands to origami it into the correct position. It could just take some getting used to, however.

I wouldn't recommend the Metro Plus as your only stroller, but it works great as a lightweight second stroller that you can quickly grab and go. 

Price: At right around $300, it's a fair bit cheaper than the Minu. 

Other strollers we've tested

Screenshot by Nasha Addarich Martínez/CNET

Because the stroller market is so competitive, manufacturers need to keep innovating new features to make their products stand out. One such innovation is the self-folding mechanism, a design that allows a stroller to fold itself automatically without operator assistance. If you frequently have your hands full by the time you get to your car, this is huge, as you have one less thing to worry about when you're trying to get your baby back in the car. The Evenflo Gold Otto is a new addition to the niche self-folding stroller segment, and though it's not perfect, there's a lot to like about it. 

For starters, it's true to its name. Just press the button on the handlebar and the Evenflo Otto automatically collapses down. To unfold it again, hit the same button and pull the handlebar up to watch the stroller snap into position. When folded, it's not quite as compact as the other travel strollers I tested, but it's still easy to squeeze into your trunk or the back seat. It could use some improvement in the ride and handling department. The Otto uses small foam wheels and doesn't have much in the way of suspension. As a result, the ride can be bumpy at times. The wheels on my tester squeaked more than I liked. 

Price: The Otto only costs around $200. If you can live with the above issues, the Otto would make a great second stroller for running quick errands. 

Screenshot by Nasha Addarich Martínez/CNET

The Chicco Cortina Together is a dedicated double stroller with seats arranged in tandem or in-line configuration. It has some handy features, but like other strollers in this category, it also has some major downsides. But first, let's go over what it does well. The Cortina Together can accommodate two larger toddlers thanks to spacious seats with high backs. Additionally, the stroller can accept two Chicco infant car seats (KeyFit 30/35 or Fit2) without adaptors. There's also a nifty parent tray with two built-in cup holders and a small storage compartment beneath the handlebar. The storage basket is large, though not as large as it appears since about one-third of it serves as the footwell for the rear seat.   

Now on to the stroller's drawbacks. The Cortina Together is difficult to push and steer when loaded up with two kids. Its small plastic wheels don't roll well on anything but smooth surfaces, and the suspension doesn't do much to dampen the ride over rough pavement. When folded, the Cortina Together is long and unwieldy, and though it might fit in a large, mostly empty trunk, you'll need to clear a good amount of space for it in most cars. It's also fairly heavy at 36.6 pounds. 

Price: At around $320, the Cortina Together isn't too expensive, but there are better double stroller solutions out there. 

How we tested

I began researching the most popular strollers online, looking for models with stand-out individual reviews and high aggregate review scores. After acquiring a sampling of strollers from various categories and price ranges, I tested them over several months. On the many walks around the neighborhood, visits to the park, shopping trips and all-day excursions during that time, I evaluated each stroller based on the following criteria:

Convenience: How easy is it for the parent to use, break down and transport?
Comfort: How do my children like riding in it? Do they get sweaty from the seat material? Are the straps comfortable to wear?
Ride and handling: How smooth is the ride? How easy is it to push and steer?
Value: Do you get your money's worth for the price you pay?

Stroller FAQs

What are the different types of strollers?

It seems like the stroller market invents new niche categories every year, but here are the basic types of strollers available: 

Full-sized: This is the standard stroller size. Full-sized strollers typically feature more robust construction than compacts and have wider seats. Some full-sized strollers, like the Uppababy Vista, are convertible strollers, meaning they can accommodate a second seat if you want to convert it to a double. 

Double: A double stroller has two seats arranged in either an in-line or side-by-side configuration. 

Travel system: This type of stroller lets you swap the seat out for a compatible infant car seat or bassinet. Because it's modular, you can add pieces as you need them. Another handy travel system feature allows you to flip the seat around, so your baby's facing you. 

Compact: Made for parents who are always on the go, compact strollers offer many of the same benefits as their full-sized counterparts but in a smaller package. They're sometimes called travel or lightweight strollers. 

Umbrella: Even smaller and lighter than a compact, umbrella strollers are great for traveling as they're portable when folded. They also tend to be pretty basic, so don't expect to get many features. But because they're so simple, umbrella strollers are affordable choices. 

Jogging: Parents who can't live without their morning run might consider a jogging stroller. These purpose-built buggies have large wheels and beefed-up suspensions to handle rough terrain. They usually also include air-filled tires and a hand-operated brake to help you slow down. 

Stroller wagon: As the name implies, stroller wagons are one part wagon and one part stroller. They're great for when your kids are a little older as they offer more space. They also give you more cargo options than a typical stroller. 

Car seat carriers: Like a travel system stroller, a car seat carrier will snap into an infant car seat. But that's all they're designed to do. They're sometimes called stroller frames, which is apt because that's exactly what they are. Since there's no seat or anything in the way of creature comforts, these tend to be relatively inexpensive. 

Can you use a stroller for a newborn?

According to the American Academy of Pediatrics, a baby should be able to hold their head up between their first four and six months. Before that, they lack the muscle strength in their neck to keep their head upright. That means most stroller seats aren't suitable for newborn babies. One exception is if your stroller can recline completely flat. Some companies also make newborn inserts for their stroller seats, which give your baby a little more support in a seat that's frankly too big for them.

But even though you can put your baby in some stroller seats, it's probably best to keep them in a car seat or bassinet. Travel system strollers are great options, as they give you flexibility from birth to toddlerhood. If you don't have a true travel system stroller, you might still be able to get an adapter for it that will allow you to use your car seat.

Do you need more than one stroller?

No, you don't need more than one stroller. But having a second one significantly opens up your options for taking the baby out. That's because you can have two strollers that each specialize in doing one thing rather than having to choose one stroller that's a jack of all trades but master of none. For example, you could pick a full-sized stroller for long outings where you want storage space and ride comfort and pair it with a compact for running quick errands.

If you think you're a one-stroller family, make sure you get something versatile that can meet all your needs. Full-size travel system strollers work well in this role, and if it's going to be your only stroller, you can spend a little more money on one. You might consider upgrading to a premium brand like Uppababy or Nuna.

The information contained in this article is for educational and informational purposes only and is not intended as health or medical advice. Always consult a physician or other qualified health provider regarding any questions you may have about a medical condition or health objectives.

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Best subcompact suv 2022 rankings best subcompact suv for seniors best subcompact suv for mountains best subcompact suv for towing best subcompact suv for off road best subcompact suv 2022 best subcompact cars 2022 best subcompact 9mm

Best Subcompact SUV for 2022

Best Subcompact SUV for 2022

Bigger doesn't always mean better. Despite being seen by many as affordable mass-market machinery, subcompact SUVs can provide everything a growing family needs at a great value. It's not the largest market at the moment, but the growing appeal means that more competitors are showing up every year.

Whether you're looking for something fancy, something efficient or something simply good, these are our choices for the best subcompact SUVs your money can buy. It's also worth noting that some of these subcompacts may be larger than others, but rest assured: Everything we mention here is quite small.

Hyundai

For years now, the Hyundai Kona has remained one of our absolute favorite small SUVs. And despite an influx of new competition, the Kona still stands out as one of the best subcompact vehicles available for purchase.

There isn't just one reason, either. The Kona drives superbly, whether with its tiniest engine or the honkin' turbo four-pot in the Kona N. There's also an electric variant available for those ready to embrace EVs. For its price, styling and build quality are surprisingly high. We could keep going, too. It's a great value.

Emme Hall/Roadshow

Step aside, Kona; you're not the only high-quality game in town anymore. Even though the Kona has long been one of our top choices for a subcompact SUV, Japanese automaker Mazda has a new offering that gives the Kona a serious run for its money.

The CX-30 packs an excellent powertrain by way of an optional turbocharged I4 producing 250 horsepower and 320 pound-feet of torque, which makes it pretty darn sprightly for something this small. And it does that engine justice by virtue of being a great car to drive. Sure, the infotainment system leaves a bit to be desired, but excellent styling and driving characteristics make the CX-30 a proper value. 

Jon Wong/Roadshow

There aren't many small luxury SUVs on sale, but of the few choices on offer, Audi's subcompact Q3 crossover leaves the best impression.

The Audi Q3 grew a bit in its second generation, but dimensions only tell part of the story. Build quality and style are top-notch, and the infotainment system standard on every Q3 is one of our favorites across the entire car industry. It may not win many races, but it'll definitely look the best when it arrives. And with a starting price well below the average new-car transaction price, the Q3 is a good way to break into a luxury marque without breaking your wallet in two.

Hyundai

The Hyundai Kona is traditionally a pretty sedate mass-market crossover, but not in this form. The Hyundai Kona N is a kick in the pants in a segment that doesn't generally offer this kind of experience.

The Kona N gets its power from a turbocharged 2.0-liter I4 making 276 hp and 289 lb-ft, which is sent to the front wheels by way of an eight-speed dual-clutch transmission. It's loaded with all sorts of fun tricks, like overboost, racing-game-inspired cabin tech and a variable exhaust tone. It's a beast.

Kia

Electrified subcompacts aren't quite ubiquitous yet. But that's good for the Kia Niro, because its many variants have a lock on the market until enough competitors arise.

The Kia Niro Hybrid is a standard gas-electric hybrid sandwiched into a capacious hatchback body. It isn't exactly powerful, nor does it love to get tossed around, but that's not the point of the car; instead, it's going to keep you away from gas stations for longer and provide a ride that's comfortable with tech that's easy to use. What's not to like? 

Kia

Plug-in hybrids allow buyers to go electric with the comforting backup of a proper gas engine. There are even fewer PHEVs in this segment than there are hybrids, but again, that's a good thing for Kia.

The Kia Niro Plug-In Hybrid takes the same formula as the standard hybrid and adds a 8.9-kilowatt-hour lithium-ion battery. That might not sound like much, but it allows for about 26 miles of electric driving at a time, which could cover a commute. And, like every other Niro variant, the car wrapped around that powertrain is pretty darn good.

Volvo

The Volvo C40 Recharge is the automaker's first full battery-electric vehicle, although many, many more are on the way. Yet, despite being a first effort of sorts, our time with the Recharge proves this feels nothing like a first attempt.

Relying on a 78-kWh battery and a pair of electric motors, this tiny SUV offers up an impressive 408 hp and 487 lb-ft, with 60 mph arriving in 4.5 seconds. Volvo expects this little guy to get around 225 miles on a charge, which isn't as much as some competitors, but the whole experience is polished in a way that, say, a Hyundai Kona isn't.

Read our 2022 Volvo C40 Recharge Pure Electric review.

Hyundai

Some of these cars on this list are easier to pick than others. This category was simple, because we didn't have to pick a favorite, the US government did.

The EPA rates the Hyundai Kona as more efficient than any other non-electrified subcompact SUV, with an estimated fuel economy of 30 mpg city and 35 mpg highway. Then again, this little utility vehicle is all about thrift, making just 147 hp from its 2.0-liter inline-4. Its CVT is smooth, and the interior quality is higher than what you'd maybe expect from one of the least expensive vehicles on sale today.

Kia

With the average new-car transaction price shooting well past $40,000 this year, it's no surprise that so many people are clamoring for a new car that's not going to break your wallet in half. Well, friends, you're in luck, because the Kia Soul exists, and it's great.

The 2022 Kia Soul starts at $20,545 including $1,175 for destination, making it one of the most affordable new cars on the market. And it's a good one, too, offering about 33 mpg highway and a standard 8-inch infotainment system with Apple CarPlay and Android Auto. Throw another $900 into the mix and you can fit the Soul with every active and passive safety system Kia offers. Not a bad deal!

Jon Wong/Roadshow

There are plenty of fine subcompact products from the usual players in the luxury game, like BMW and Mercedes-Benz. But none of them looks like a million bucks as much as a Range Rover Evoque does, especially now, when its latest refresh puts its looks closer to the big-boy Range Rover than ever before.

That counts both inside and out, too. The Evoque is full of clean lines and minimal visual clutter. Most of the center stack is a screen, and the seats can be outfitted with the same soft Windsor leather we enjoy on far more expensive Land Rover products. It's hard to find a plusher subcompact SUV than this one.

Craig Cole/Roadshow

You won't be tackling Moab in any subcompact, because the wild hardware required isn't really available in this segment. That said, if you do plan on tackling some trails and maybe finding a more remote place to camp, and you need something small for the task, the Subaru Crosstrek is a pretty good way to get there.

The Crosstrek isn't really a subcompact, but it's small and we're rounding down. All-wheel drive is standard, as is 8.7 inches of ground clearance, the latter of which should be pretty important in the event of a few stray rocks on the trail. In addition to being small and fordable, the Crosstrek has an attractive cabin and some impressive on-road efficiency, meaning it won't be totally annoying to pilot once you're back on solid ground.

Read our 2021 Subaru Crosstrek review.

Emme Hall/Roadshow

A few of these categories don't have a clear winner. Since automakers share so much of their tech between their vehicles these days, it only felt right to talk about our favorite tech-laden cars as a group.

In this category, Hyundai and Kia reign supreme. When their vehicles don't include the full suite of active and passive safety systems, those upgrades are often available for a low price. Nearly all their vehicles across the price spectrum come standard with Apple CarPlay and Android Auto, but if you do prefer the in-house interface, these automakers have one of the best infotainment systems on offer today. These are easy cars to recommend for tech aficionados.

Craig Cole/Roadshow

Again, we have a tie. Automakers have offered long warranty periods as a way to offer buyers peace of mind for a longer stretch of time, which these days can often extend to a full decade.

Mitsubishi, Hyundai and Kia all offer impressive warranties. In terms of bumper-to-bumper coverage, all three offer a 5-year, 60,000-mile warranty. All three also give the buyer a 10-year, 100,000-mile warranty for the powertrain. It's never fun calling the dealership, but knowing you're protected against unforeseen costs can help soften the blow.

Craig Cole/Roadshow

This category would have had a different winner a few months ago. Prior to the release of VW's latest SUV, the subcompact with the most cargo room was the Kia Seltos. But now, thanks to some clever packaging, the Volkswagen Taos has taken the crown.

Despite its diminutive frame, the VW Taos offers nearly 28 cubic feet of cargo space with all seats up. That number jumps even higher to 66 cubes once that second row is folded down. Simply put, that's a ton of capacity. The number shrinks a bit if you opt for all-wheel drive, given the extra hardware required to get those wheels to move, but the Taos is a hard act to beat either way.

Read our 2022 Volkswagen Taos review.

Tim Stevens/Roadshow

You're not going to be towing horse trailers or entire double-wides with a subcompact SUV, but some of these little utes are able to tow a couple thousand pounds, which should help you get more of your stuff around town.

The Jeep Renegade, Kia Seltos and Mazda CX-30 are all capable of towing 2,000 pounds, but that's not the highest figure among small SUVs. Volvo has them all beat, with the XC40 SUV offering an impressive 3,500-pound tow rating. Need to get a race car across town? Now you can, and you don't have to buy something the size of a small apartment building to make it happen.

Craig Cole/Roadshow

Most vehicles these days carry the same kinds of active and passive safety systems -- forward collision warning, lane-departure warning, all that good stuff. Which is why, to settle this category, we went straight to the experts at the Insurance Institute for Highway Safety. According to their figures, the Mazda CX-30 reigns supreme in safety.

Safety is more than the sum of the aforementioned tech systems. In every crash test, the CX-30 achieved the IIHS' top rating of Good. It also received full marks for vehicle-to-vehicle and vehicle-to-pedestrian crash protection. Surprisingly, what puts the CX-30 ahead of its rivals, however barely, is its child-seat LATCH system, which the IIHS rated Good+ thanks to its ease of use.

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Comparison of the best subcompact SUVs for 2022

Category	Name	Base Engine	Output	Fuel Economy (mpg, city/hwy/combined)	Base Price
Best subcompact SUV	Hyundai Kona	2.0-liter I4	147 hp / 132 lb-ft	30 / 35 / 32	$22,545
Best subcompact SUV runner-up	Mazda CX-30	2.5-liter I4	186 hp / 186 lb-ft	25 / 33 / 28	$23,425
Best subcompact luxury SUV	Audi Q3	2.0-liter I4 turbo	228 hp / 258 lb-ft	22 / 30 / 25	$37,595
Best subcompact performance SUV	Hyundai Kona N	2.0-liter I4 turbo	276 hp / 289 lb-ft	20 / 27 / 23	$35,445
Best subcompact hybrid SUV	Kia Niro Hybrid	1.6-liter I4	104 hp / 109 lb-ft	51 / 46 / 49	$25,945
Best subcompact plug-in hybrid SUV	Kia Niro Plug-In Hybrid	1.6-liter I4	139 hp / 195 lb-ft	105 MPGe	$30,845
Best subcompact electric SUV	Volvo C40 Recharge	Dual electric motor	408 hp / 487 lb-ft	TBD	$59,845
Best subcompact SUV for fuel economy	Hyundai Kona	2.0-liter I4	147 hp / 132 lb-ft	30 / 35 / 32	$22,545
Best affordable subcompact SUV	Kia Soul	2.0-liter I4	147 hp / 132 lb-ft	28 / 33 / 30	$20,545
Best subcompact SUV if money is no object	Land Rover Range Rover Evoque	2.0-liter I4 turbo	246 hp / 269 lb-ft	20 / 27 / 22	$46,050
Best subcompact SUV for off-roading	Subaru Crosstrek	2.0-liter H4	152 hp / 145 lb-ft	28 / 33 / 30	$23,820
Best subcompact SUV for cargo space	Volkswagen Taos	1.5-liter I4 turbo	158 hp / 184 lb-ft	28 / 36 / 31	$24,690
Best subcompact SUV for towing	Volvo XC40	2.0-liter I4 turbo	187 hp / 221 lb-ft	23 / 32 / 26	$36,195
Best subcompact SUV for safety	Mazda CX-30	2.5-liter I4	186 hp / 186 lb-ft	25 / 33 / 28	$23,425

How we made our list

We drove them, of course! Over the past year, and for many years prior, Roadshow's editors have evaluated the entire new-car spectrum, which gives us all the context we need to figure out which cars are best for you, dear consumer. We have decades of collective experience in determining what provides the best value, and those efforts have led to the list you're reading right now.

Of course, it bears mentioning that this list shouldn't be taken as canon. Your experience matters most, so take these recommendations to your local dealerships and get to test driving. Once you've actually had some time with a car, you'll be in a better place to make a decision that takes your interests and preferences into account. And don't forget to take the above prices with a grain of salt; haggling is, for better or worse, still part of the buying experience for most people.

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