Seventh place doesn’t sound like all that much to get excited about. There’s no sparkling trophy, no spray of champagne, nor a permanent spot in a manufacturer’s highlight reel. But for Genesis Magma Racing, finishing seventh at this year’s Lone Star Le Mans represented something considerably more meaningful. It was the young team’s best FIA World Endurance Championship result yet, achieved in its first North American race and in Genesis’s most important market outside South Korea. The result provided the clearest evidence so far that Genesis has moved beyond simply talking about its motorsport ambitions—it’s finally beginning to earn them.

A six-hour recovery produced Genesis’s best result yet

The No. 17 GMR-001 Hypercar, driven by Pipo Derani, Mathys Jaubert, and André Lotterer, began the weekend with phenomenal pace. Both Genesis entries reached Hyperpole for the first time under WEC’s regular qualifying format, and Lotterer moved from eighth to fifth during the opening lap of the race. But his charge didn’t remain tidy for long. An attempted move for third ended in contact with Ferrari and a spin, dropping the No. 17 to the back of the Hypercar field and adding a five-second penalty. What could have been an otherwise forgettable and horrendously humid afternoon instead became a display of measured recovery amid changing conditions, heavy traffic, and suffocating Texas heat. Pipo Derani himself described the car as “the sauna.”

A mid-race safety car helped restore the team’s chances, while a later virtual safety car gave Genesis an opportunity to gamble on changing only the left-side tires. Jaubert took over for the final stint and fought more experienced rivals, eventually moving into eighth before a penalty for the No. 12 Cadillac elevated Genesis to seventh. Ferrari ultimately won, followed by Cadillac and Alpine. Genesis finished behind Toyota but ahead of BMW, a second Cadillac, and Peugeot. Its No. 19 sister car placed 15th, but both GMR-001s completed the race on the lead lap without suffering a mechanical problem during any session of the weekend.

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Seventh place matters more than it sounds

Genesis is racing against manufacturers that have accumulated decades of endurance experience, institutional knowledge, and championship hardware. Toyota, Ferrari, Porsche, BMW, Cadillac, Alpine, Peugeot, and Aston Martin didn’t show up needing a tutorial. Even their newest race cars are supported by organizations that already know how to survive six, 12, or 24 hours of competition. Genesis Magma Racing, on the other hand, began with a blank slate. The operation comprises roughly 75 people representing 16 nationalities, working between its race base in Le Castellet, France, and Hyundai Motorsport facilities in Germany. Its first competitive WEC weekend took place at Imola in April 2026. Just one race later, the No. 17 scored the team’s first points by finishing eighth at Spa-Francorchamps.

COTA improved that benchmark by one position, but the more important progress was less obvious. Both cars made Hyperpole, both ran without mechanical trouble, and both finished on the lead lap. Those were explicit targets for the program before the season began, and Genesis achieved all of them at the same event. This doesn’t mean the team is ready to declare victory—it still committed the kinds of errors that turn podium pace into a recovery drive, and team members were candid about the discipline required to compete at this level. What impressed me in the garage was how comfortably its people balanced confidence with humility. From the outside, I would never have guessed how recently the team had been assembled. Inside, nobody behaved as though they hadn’t fully comprehended the challenges that lay ahead of them.

From a reveal in France to a real result in Texas

The weekend at COTA felt like the next chapter of a story I had first encountered last November. At Genesis’s 10th-anniversary celebration near Marseille, the brand presented the production GV60 Magma, a fleet of spectacular concepts, and a mid-engine Magma GT intended to support future GT3 ambitions. I left France convinced that Genesis was serious about becoming more emotional and performance-focused, but I also acknowledged that revealing ambitious cars is easier than establishing a motorsport pedigree.

At Paul Ricard, I experienced what Magma feels like from the passenger seat of a GV60, driven at full attack by Derani. In Austin, I watched Derani, Lotterer, and Jaubert turn that promise into championship points in a racing car developed from scratch. A manufacturer can control nearly every element of a concept-car reveal, from lighting and music to timing and temperature, but motorsport is not such a neatly cooperative setting. Competitors interfere, rain clouds appear, drivers make mistakes, components fail, and strategies unravel in public spectacle. That unpredictability is precisely what makes racing useful to a young luxury brand: credibility can’t be choreographed.

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Genesis is racing where it needs to grow

South Korea remains Genesis’s largest market, but the United States has become its largest and most strategically important market outside its home country. Genesis Motor America delivered a record 82,331 vehicles in 2025, up 10% year over year, after several consecutive years of growth. It then recorded its strongest American first half in 2026 with 39,088 sales, led primarily by the GV70 and GV80 SUVs.

Genesis is backing that growth with an unusually aggressive North American plan. The brand intends to launch 22 new or substantially updated vehicles in the U.S. and Canada between 2026 and 2030, encompassing new models, powertrains, and derivatives. The recently unveiled GV90 will establish a new flagship, while the GV60 Magma will soon give North American buyers their first production taste of Genesis’s high-performance sub-brand. Hyundai Motor’s 2025 results help demonstrate why this region is so critical.

That all meant COTA was more than just another stop on the WEC calendar. It was a public demonstration of Genesis’s newest identity before executives, investors, journalists, and American racing fans. The company is also evaluating the possibility of competing in IMSA, although no updated commitment or timetable was confirmed during the weekend. An American sports-car program would bring the GMR-001—or a successor—to more North American circuits and place the Magma name in front of the people Genesis most wants to reach.

Motorsport brings Genesis’s three pillars together

Genesis executives resist assigning one narrow objective to racing. The program is not presented solely as a laboratory for road-car technology, a marketing exercise, or an attempt to collect trophies. Instead, motorsport is supposed to help define the brand through its three central pillars: design, technology, and hospitality.

Design is represented by “Athletic Elegance,” translated into the GMR-001’s unmistakable Two-Line lighting, low-slung bodywork, and Korean visual identity. Technology is supposed to feel effortless, even when the engineering behind it is anything but. Hospitality draws from the Korean concept of Son-Nim, treating each customer as an honored guest. I saw all three at COTA. The Hypercar was among the most attractive machines on the grid. Its mechanics and engineers made an enormously complex operation appear calm and controlled. Above the garage, the hospitality team maintained the same attentiveness that Genesis brings to its showrooms and cultural spaces.

The strategy extends well beyond racing. Genesis has spent years building awareness through the Genesis Invitational golf tournament, its TGL partnership, and Genesis House in New York. Magma Racing, Genesis Design California, and the new GV90 represent a more ambitious phase: the brand is no longer introducing itself so much as defining what it wants to become.

The cowboy hats came after the checkered flag

Immediately after the race, Lotterer and Derani came upstairs to the hospitality loft to be fitted for their very own Stetson hats, and the scene captured the team’s mood better than any formal debrief could. Everyone understood that seventh place was not the ultimate objective, but nobody pretended it was insignificant. The smiles were genuine because progress in a first season must be measured before it can be celebrated with trophies.

Genesis has already demonstrated pace. It has scored points twice, survived the 24 Hours of Le Mans, and completed its American debut with both cars on the lead lap. What comes next will be even more challenging: eliminating the penalties, procedural errors, and small lapses that established teams punish without mercy. Seventh place doesn’t make Genesis Magma Racing a dominant force. But it does establish that the program has earned its place in the fiery crucible of endurance motorsport. At the brand’s first race in its most important overseas market, that was a result worth hearing—and one whose sound has stayed with me ever since.

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Back in the 1950s and 1960s, Morgans were competitive racing cars, regularly beating Porsches, Triumphs, and other sports cars. In fact, a Morgan won its class in the 1962 24 Hours of Le Mans.

Today, however, I’m not in New England. I’m in LA, and I’m sitting in stop-and-go traffic. Three hours of it. But that’s ok, because I’m driving a new Morgan Plus Four, a car that shares the design with nearly every four-wheeled Morgan since the 1950s. Most people don’t believe me when I tell them it’s a new car with a warranty.

Although I’d rather be moving faster, I’m enjoying the traffic more than the guy one lane over. His new Mercedes may be more comfortable, and his ears aren’t being pounded by the diesel thrum coming from the 18-wheeler to my right. But I’m having fun, sharing this car with the other victims of LA’s infamous traffic. When people see the Morgan, their faces light up. They roll down their windows to ask me about it. The car and I have been whistled at, thumbs-upped, and received more smiles than a Porsche 911 sees in a lifetime. The people have spoken, and they love the Morgan.

While this traffic has me thinking that the job of an auto journalist isn’t always glamorous, a quick glance across the Plus Four’s louvered bonnet and sculpted fenders brings a smile to my face, and I think that, at this moment, it’s a tough job to beat.

Over the next four days, I’ll cover more than 600 miles in this car, driving everything from highways to canyon roads. Spoiler: The car did not disappoint. It’s a joyful thing.

The Car

I’m no stranger to the brand, having owned a 1959 Plus 4 for many years. That car transported me through New York State and New England on weekends, including many drives to Lime Rock where I’d watch other Morgans beat more exotic machinery on track.

The Plus Four has been conspicuously absent from Morgan’s US lineup since 2005. The prior generation car, whose technology bore a closer resemblance to my 1959 model than to the 2026 Plus Four, simply couldn’t meet modern safety regulations. The 2015 FAST Act, however, allows Morgan to sell up to 325 Plus Fours per year in the US.

While the new Plus Four looks like the prior Plus 4 (prior generations were known as Plus 4 or even +4), nearly everything else about the car is an improvement.  Starting from the front. Morgan created bespoke headlights that fit the car’s period character but perform like modern units. The bumpers are gone, too, replaced by an air dam that reduces drag as well as lift, making the car easy to enjoy at speed.

But the biggest change lies under the skin. Although the body, now aluminum, remains hand-formed over an ash wood frame, the chassis is now bonded aluminum, rather than the flexy steel ladder of prior generations. The new Morgan is stiff but remains a featherweight. It’s also tiny, with a footprint that fits inside that of a Gen 1 Miata. Just 65 inches wide and 151 inches long. You can get a base Caterham if the Morgan is too big.

Morgan has always sourced engines from other manufacturers. Early +4s were powered by Triumph or Ford units. Later cars used Fiat power, before moving back to Ford. Today’s Plus Four uses BMW’s excellent 2.0-liter TwinPower Turbo four cylinder, generating 255 bhp and 295 lb ft of torque. It’s enough to give the 2220-pound car a power-to-weight ratio in line with Porsche’s 911T. That’s serious. Morgan says the car will hit 62 mph in 4.8 seconds, and I believe them. The car felt quick. And the combination of BMW’s efficient powerplant with the Morgan’s light weight means that the car sips fuel. Morgan claims 37 MPG, in line with what I saw in mixed driving around Southern California. Lightweight cars rule.

While the motor is sporty and more than powerful enough, it lacked a little of the growl I’d love to hear from a Morgan. It’s a luxury motor, a wonderful cruiser that suits the car’s character, though I’d like it to be just a bit more visceral. And while I’m complaining, the Morgan isn’t available in the US with a manual transmission.

Underneath the car, the new Plus Four uses double wishbones front and rear, like you’ll find on a 911 GT3 RS. That keeps the tires in contact with the road more effectively than the leaf springs and sliding pillar “technology” used by Morgan from 1909 through modern times. The optional dynamic handling package, which my tester had, adds front and rear anti-roll bars and an adjustable Nitron damper setup. Between the stiff aluminum chassis and upgraded shocks, this thing inspires confidence in the twisties. On the famous Angeles Crest Road, the car was more willing than its driver to hang with the regulars who know the road well. Still, we drove spiritedly enough to feel that this car has proper performance credentials. While it’s not a race car for the road, it is an inspiring canyon carver. Think of it as a 1950s sports car that has been modernized in all the right ways. Powerful, torquey engine, good brakes, great suspension.

LA traffic aside, it’s even enjoyable on the highway. The BMW motor pulls without effort, allowing the car to cruise easily at illegal speeds. It’s only when you hit a bump at speed that you remember you’re driving something so small and light. In fact, you’ll be pretty much the smallest car on any road you’re on, but everyone will see you. I never felt unsafe, plus it’s got plenty of power and great brakes to keep you out of trouble.

The interior is simple, but luxurious. The center console’s wood is almost nautical. It’s lovely, the striped wood inlay suggesting forward movement. Press cars are never treated gingerly, and this car’s aluminum trim had been scratched. You’d probably treat your personal Morgan with more respect than the press fleet does, but just know that the interior isn’t indestructible.

The dashboard is simple and clean. It’s dominated by a small binnacle in front of the driver, with the traditional gauges located in the center. The binnacle contains a small screen that gives all necessary information and can be controlled by the buttons and knobs in the center dash. I found the screen’s controls to be a little confusing. With more time in the car and a glance at the manual, I’m sure I’d have figured out how to get more from it. The center dash is dominated by the tach and speedometer, with assorted controls below. My tester included the Sennheiser premium audio system. And by system, I mean speakers. Your phone supplies the music. Still, it worked well, considering that this is an open-topped and somewhat drafty car.

Unlike my 1950s +4, the modern Plus Four’s heat kept me warm in the chilly SoCal morning humidity, while the A/C did the job when the sun crested and temps jumped into the 80s.

The seats were comfortable and fit my 5’11” frame with room to spare. In a nod to vintage Morgans, the seat’s support and cushioning come from an air bladder, controlled by two little squeezies. As you’d expect, the footwells are tiny, but I was never uncomfortable. Like a 911, you’re sitting close to the ground, feet outstretched. It’s a position that works for me.

The elephant in the cockpit is that BMW shifter. It just lacks the character to have such a prominent place in the Morgan. It is, however, functional, and familiar to anyone with a recent BMW.

Exterior

Let’s be honest, while the Morgan is a blast to drive, most people will fall in love with it for more base reasons, its looks. Which are fantastic. Subtly updated since the 1950s, you wouldn’t fault some for assuming it’s a restomod. And you might think the designer was a centenarian who updated his 75-year-old homework to launch the new car. You’d be wrong. The current design team has an average age of just over 30, and all have been with the company since their early 20s. Morgan’s PR team tells me that they’re not specifically seeking out young designers. Rather, they seek designers who understand the nuance of applying forward-looking design trends to a brand with significant heritage. And Morgan’s heritage is timeless. The team needs to convey that. The new car retains classic looks but manages airflow like a modern car. That means better efficiency and better handling at speed.

Who is the Morgan for?

The question that dogged me all weekend was, ” Who is this car for?” First of all, my car stickered for close to $104,000, with about $19,000 in options. So, the first answer is that it’s a car for someone with means. And at $100k, the Plus Four is in some pretty good company. But let’s leave price aside for now. Who is it for?

It’s not a hardcore sports car like a 911 GT3 RS. In the Porsche lineup, it competes more closely with a base 911 or a Boxster. Those are great cars, but the Morgan has more character. You could live with the 911 as your only car. The Morgan isn’t that. It’s your special car. Morgan says that people don’t cross-shop the Plus Four with other cars. They’re more likely to be in the market for a boat or other leisure activities. The Morgan is more than a car; it’s a lifestyle.

But let’s say I were to cross-shop the Morgan with other new cars. Besides the Boxster, I’d consider a Caterham or a Meyers Manx. The Caterham is more hardcore than the Morgan. That leaves the Manx, which, like the Morgan, is bespoke. Buyers of both cars can customize their cars to make them unique. Both cars have a fun vibe that makes onlookers happy, too. The Manx, however, is more of a beach cruiser that wouldn’t be comfortable on a long highway drive. The Morgan is the Swiss Army Knife between the two. Fun in the canyons, a capable tourer, and great vibes.

Final Thoughts

So, who is the Morgan for? Driving the new Plus Four, I was transported back to my 1959 +4. Seriously. I often forgot I was in a new car. Obviously, this new one is better in every way. It’s safer, faster, more comfortable, and much more reliable. But it had a similar feel. The new Plus Four is really the closest you can get to a vintage car without the headaches. So who is it for? It’s for someone who loves the vintage aesthetic but doesn’t want to deal with any of the downsides. It’s for anyone who wants a little joy in their life and is okay sharing that joy with others.

For 2026, Mazda has made a handful of small but meaningful updates to the MX-5 lineup, especially inside the cabin. On paper, those updates seem quite modest. In person, they matter tremendously. My Canadian-spec tester was a 2026 Mazda MX-5 RF GS-P with the optional Sport Package, finished in Aero Grey Metallic over Recaro seats trimmed in black Nappa leather and Alcantara with grey piping. In the U.S., the closest equivalent is the 2026 Mazda MX-5 Miata RF Club, which comes standard with Brembo/BBS/Recaro equipment.

Specs And Pricing As Tested

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Mazda Canada prices the 2026 MX-5 RF GS-P Sport Package at $47,100 CAD before $2,095 freight and PDE, taxes and other fees, with Aero Grey Metallic adding $300. In the U.S., the MX-5 Miata RF Club starts at $41,900 before fees, with Aero Gray Metallic adding $595.

All 2026 MX-5 models continue with a 2.0-litre naturally aspirated four-cylinder engine making 181 horsepower and 151 lb-ft of torque, a 7,500-rpm redline, and a standard six-speed manual transmission. The manual GS-P in Canada also gets Bilstein shocks, a strut tower bar, an induction sound enhancer and an asymmetric limited-slip differential, while the Sport Package adds Brembo front brakes, dark gunmetal 17-inch BBS forged wheels, heated Recaro seats and new Alcantara dashboard elements.

The Small Updates Matter More Than They Should

Mazda says the 2026 MX-5 receives targeted updates focused on interior refinement while preserving the roadster’s core dynamics and character. That is exactly what it feels like. Recent updates to the ND-generation MX-5 have included revised steering, the asymmetric limited-slip differential, updated headlights with a new LED daytime running light element, new LED taillights, a larger 8.8-inch infotainment screen, and other interior refinements. For 2026, the changes that stood out most to me were inside the cabin: the extended Alcantara, the cleaner, crisper screen, the frameless rearview mirror, and the way everything now feels more fashionable without being less playful.

The MX-5 is already so distilled that small changes can shift its personality more than they would in a normal car. Add Alcantara to the dashboard and center tunnel of a three-row SUV, and maybe it feels nicer. Add it to an MX-5, where every touchpoint sits inches from your body, and the whole car feels more special. The Recaro seats help even more. With black Nappa leather, Alcantara, grey piping, and a horizontal stitch pattern that evokes something of a Ferrari Daytona seat, they make the cabin feel properly premium.

The updated infotainment screen also helps prevent the cabin from feeling dated. It’s cleaner, crisper, and still well integrated into the dashboard rather than slapped on like a tablet someone forgot to take home. Wireless Apple CarPlay worked well, and I mostly used the commander knob. In a car this small, wireless phone projection is especially useful because there is not much room to put your phone anyway. The MX-5 encourages you to unplug. Wireless CarPlay lets you do that without giving up the basic utilities you still need.

The Manual Gearbox Is The Main Event

The 2.0-litre engine is still the perfect beating heart for the MX-5. It’s smooth, rev-happy, charismatic, and naturally responsive. It is, however, also a bit quiet. Back when I owned my own RF, I replaced the factory muffler/resonator unit with a custom-fabricated bypass pipe and Magnaflow mufflers, which completely transformed the car, even if it resulted in more than a few complaints from neighbours and even a vehicle inspection notice from a frumpy police officer stuck on traffic duty. It uncorked the MX-5’s naturally raspy tone and even improved throttle response. The 2026 car still has the same fundamental engine character, but from the factory, the sound could use a bit more theatre.

That said, I never once wished for more power. The MX-5’s shorter gearing helps tremendously, especially around town. The BRZ’s gearing feels slightly longer by contrast, which makes better use of its larger horsepower figure and reduces droning on longer highway drives. The Miata’s gearing, though, turns even the most ordinary streets into an event. You get to really use the engine, shift on your own without any intervention, and truly participate. And that shifter is extraordinary.

This is by far one of the most intuitive and engaging manual gearboxes I have ever experienced. Better even than the six-speed in the 992.1 Porsche 911 GT3 Touring I drove, which is probably a controversial statement, but one I fiercely stand behind. The Porsche’s transmission was special because of the machine around it, but the MX-5’s transmission is special because it feels like the whole machine is centred around it. The clutch is natural, the lever moves with perfect weight and accuracy, the gates are short but not toy-like, and the whole process feels so directly wired into your body that the car stops feeling like something you operate and starts feeling like a bionic arm you attach yourself to. You don’t drive an MX-5 as much as you command it through feel and instinct.

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Handling: Body Roll As Communication

The MX-5 still rolls around in the corners. Good. That factory-stock body roll is one of the most definitive elements of the ND Miata’s driving characteristics. In many modern performance cars, body roll is treated as a flaw to be eliminated, resulting in a firmer, often less communicative feel. In the MX-5, it becomes a gauge for your mind to judge the roadster’s lateral momentum more accurately. You feel every inch of motion through the palms of your hands. You know where the weight is moving, where the rear end is hanging, and where the edge of tire grip lies.

The BRZ, by contrast, is more planted and more serious. It feels like a tool for hitting a corner’s apex faster and more precisely. The MX-5, on the other hand, is livelier and more intuitive. It makes corners more fun, and more rewarding when you get them right as a driver. That difference showed clearly on a sunny midsummer run up the Sea-to-Sky Highway on British Columbia’s Pacific Coast. The Miata makes that twisty, picturesque road less about itself and more about appreciating the winds, turns, surfacing, and scenery ahead. With the top down, the Pacific Ocean on one side and snow-capped mountains on the other, driving it feels like playing outside in the sun with your favourite toy. Only now, your backyard has grown from a square patch of grass beside an alleyway into the entire Pacific Coast. That is the MX-5’s magic: It turns a childhood feeling into an adult reality.

The steering is about as communicative as the BRZ’s, but the whole car itself feels more intuitive, especially when it comes down to the gearbox. The MX-5 makes it easier for the driver to communicate back. The asymmetric limited-slip differential is noticeable on corner exit, the Bilstein setup feels properly judged, and the whole car remains playful at speeds that won’t immediately put your license in danger. In the rain, yes, it can get squirrely if you aren’t careful, but even then, it remains in your control so long as you stay focused. The danger isn’t the car—it’s letting your attention slip and handing over the control to your subconscious. Stay present, and the MX-5 rewards you constantly.

The RF Roof Changes The Car’s Personality

I love the RF top. I owned one myself, and I still prefer it over the soft top. The soft top is wonderful too, and I’d be happy with either, but the RF adds another layer of fascination to the MX-5. The mechanism itself still feels special every time. Every time I went to close the roof as I entered my parkade, I’d yell the obligatory, “Ahhh! The car’s eating me!” This is not adult behaviour, but the MX-5 never insists upon maturity.

Mazda says the RF roof opens or closes in about 13 seconds, giving the car the feel of both a sporty coupe and a stylish convertible. It feels like a targa, and with the roof down and windows up, you can still make a Bluetooth phone call and have a clear conversation. With the top up, there is still some wind noise, but far less than in the soft top. Blind-spot visibility is definitely worse than the soft top’s, but I think the tradeoff is worth it, especially in a rainy city like Vancouver.

Interior And Daily Use

The MX-5’s cabin isn’t exactly spacious, but it is perfectly intimate. I had no issues with legroom, headroom, shoulder room, or pedal placement. The driving position felt solid, the Recaros were supportive and comfortable enough, and the cabin never felt dated. The added Alcantara wasn’t a life-changing upgrade, but it was certainly palpable. It gave the interior a richness that made the whole car feel noticeably more expensive to the eye and to the touch.

The Bose audio system was also great for a car this size, and much better than the BRZ’s stereo. Passenger reactions were positive too—people enjoyed the experience rather than tolerating it, which isn’t always the case in tiny sports cars. Storage space wasn’t as frustrating as expected, either. The trunk goes quite deep and works for normal errands or a day trip, but the BRZ beats it by a mile. The Subaru has a larger trunk and folding rear seats, which make it far more livable every day. Could I live with the MX-5 as an only car? Yes, and I once did. But unless you are young, single, or unusually committed to the bit, it’s still clearly better as a secondary vehicle.

Value And Rivals

The MX-5 RF GS-P Sport Package, or the “Club” as it’s called in the U.S., feels like the sweet spot in the lineup. It gives you the right equipment, the right seats, the right performance hardware, and the right interior atmosphere without needing to stretch to the GT/Grand Touring. The premium-feeling cabin absolutely helps justify the price, especially since the car now feels even more complete than before.

The BRZ and GR86 remain the obvious practical counterarguments. My BRZ tS is more usable, more serious, and easier to live with. It has more power, more cargo flexibility, and a more conventional coupe structure. For my life, it still wins. But if a driving enthusiast asked which car is better purely as an emotional instrument, I would still recommend the MX-5. The BRZ comes very close and even beats the Miata in several categories, but the MX-5’s nuances make the difference. Its manual gearbox, roof mechanism, body language, steering feel, compactness, and top-down joy combine to create something no other modern affordable car fully replicates.

The ideal buyer is the fashionable driving enthusiast. Someone who cares about feel, style, touchpoints, roof-down drives, and the small emotional details that make a car more than mere transportation. Drivers who want something more predictably floggable, more practical or more livable should look elsewhere. They may even be happier in a BRZ. But that doesn’t make the MX-5 flawed. It just means perfection depends on what you are asking for.

Final Verdict: 9.6/10

The 2026 Mazda MX-5 RF Manual is the MX-5 formula, perfected. Its biggest strength is lovability. Its biggest flaw is impossible to identify because most of its limitations are entirely intentional. It’s small because it’s light, and it’s light because it must be. It rolls because that roll tells you things that you want to know as a driver. It lacks excess power because excess power would moot the point. It isn’t practical because pure little roadsters never really are.

What surprised me most was how meaningful the relatively minor upgrades felt. The Alcantara, Recaros, cleaner screen, sharper lighting, and added premium textures don’t change the MX-5’s core personality—they simply make the car feel more special around the thing it already did better than almost anything else, and after spending a week with it, I miss having one in my life. That might be the highest compliment I can give it, especially as someone who chose a BRZ for practical reasons and still understands why that was the correct decision. The BRZ fits my life better, but the MX-5 satisfies something deeper. No modern vehicle understands human connection in an automobile better than this one. The MX-5 should be seen as a benchmark not just for affordable sports cars but for any vehicle that seeks to serve human emotion through machinery.

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First, a little background: when you all see one of us drive a hot new car on a racetrack, a lot goes into that. Automakers spend serious cash scouting the perfect racetrack, renting it out, paying for tires, insurance, and all the other zillions of hidden costs. That performance is as scripted as possible to ensure not only that everyone sees the car in a positive light, but also that everyone stays safe. I think it speaks volumes that Mazda was so confident in its car (and frankly, my ability to keep it pointed in the right direction) that it let me do on-pace driving at the drop of a hat.

The Car

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Perhaps part of the reason I was allowed to do this has to do with the spec. While the Miata lineup starts in the low $30,000 range, this one is more than $13,000 extra. That’s due to A) the hardtop, and B) the hugely expensive Brembo/BBS/Recaro package. The $4,900 package adds quite a lot to the Miata formula to make it more capable, though.

The most substantive changes consist of Brembo front brake calipers, 17-inch BBS wheels, and heated Recaro seats. An aero kit also beefs up the looks. This car is a Club, which also adds Bilstein dampers, a shock tower brace, and a limited-slip differential. That said, for $43,000, I had hoped the Miata would be able to handle an autocross session or two.

The Miata Holds Up In 110-Degree Heat

For a car to be good at Autocross, it has to be a bit of a do-it-all. Not everyone can afford a trailer with A/C and a catered lunch. The Miata fit everything I needed for a day in the heat, plus one RF owner was able to bring a pop-up shade in the passenger seat of his.

Trackside temps in the summer regularly hit triple digits, and this time was no different. I saw 110 degrees at one point. During my session, to keep the cabin a tolerable temperature, I let the Miata idle between runs. At no point did the car’s temperature gauge rise above the middle mark.

Predictably, the Miata is a joy to drive on-track. Some seriously sticky tires could have helped my times, but then again, so could a bit more talent. It’s fun to have to wrangle the car, and these Bridgestones did their job after 2,000 miles of hard use from other like-minded journalists.

The rest of the car was perfect. Under hard braking, the pedals fall easily to the tips of your feet, perfect for rev-matched downshifts. Braking is remarkably consistent and easy to modulate, which helps with accuracy. Autocross doesn’t require much power, but even so, I had plenty of guts at the top of second gear, which the car never left, to steer it through the faster sections.

Most importantly, though, the Miata felt trustworthy. Fast is one thing, but with a brand new car, I expect dependability above all else. This is what gives you the confidence to push the car, to push yourself, and to do it repeatedly. Given the heat, the on-track abuse, and the price, the Miata is tough to beat in autocross.

Butterfly Doors on Mazda’s Next Sports Car

The patents describe a body structure designed for a front-engine, rear-wheel-drive sports car, with the filing focusing on improving chassis rigidity for crash protection. The biggest surprise is the upcoming Mazda sports car’s door design. According to the patents, the vehicle uses a flip-up side door that opens outward and upward “like a scissor door or a butterfly door,” similar to a Lamborghini or McLaren.

Rather than serving as a styling gimmick, the unusual hinge arrangement helps strengthen the chassis by allowing the hinge pillar to transfer suspension loads more effectively while keeping weight to a minimum. The filings also describe additional structural bracing and a stamped front apron frame that further improve rigidity without adding unnecessary mass.

Could This Become The Next MX-5 Miata?

Mazda hasn’t confirmed which model these patents belong to, but the strongest candidate is the production version of the Iconic SP concept. We suspect that car could ultimately become the next-generation MX-5 Miata. The company has already confirmed that another gasoline-powered Miata is on the way, albeit the last one. Mazda has already admitted it’s exploring electrified options for its future sports cars, meaning there’s a real possibility this model could feature some form of hybrid assistance.

That would also align with Mazda’s insistence that any hybrid rotary-powered sports car it builds must remain affordable – a key characteristic of any MX-5 Miata. It’s also worth remembering that Mazda’s rotary engine was in production until the MX-30 R-EV got discontinued earlier this year, so it wouldn’t have to be developed from scratch.

Keeping the Miata Formula Alive

If these patents do belong to the next MX-5, enthusiasts will be hoping Mazda doesn’t lose sight of what earned the roadster such a cult following over the years; from the underrated NB Miata to the latest targa MX-5 RF. The simplicity of the Mazda Miata is what makes it great. A lightweight body, nimble handling, a preppy little engine, and an overall engaging driving experience have always mattered more than headline-grabbing technology. If Mazda can preserve those qualities while meeting future emissions regulations, its next sports car could prove that there’s still room for an affordable driver’s car in an increasingly electrified world.

The 2026 Ford Maverick is a compact pickup truck with five trims, all of which are offered with a non-hybrid powertrain, with three available in hybrid form. We recommended the XLT FWD Hybrid as the “best value” in our 2026 Maverick review, but we’re now going to identify which pure gas Maverick trim quietly makes the most sense. So, what do we mean by that?

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The louder narrative surrounding the 2026 Ford Maverick is which trim has the best value, as this pickup is defined by accessibility. However, best value discussions don’t necessarily answer which truck feels the most resolved at the best price. Instead, they generally highlight which trim has the fewest compromises at the lowest cost. While a best-value trim might have fewer sacrifices than some trims, the losses can still be meaningful.

Rather than being the clearest value choice or the most-expensive trim, the quieter recommendation feels complete in broad everyday ownership without too much preference-driven spending. Determining which Maverick quietly makes the most sense becomes more complicated with the non-hybrid versions, given the greater number of variants, so that’s where we’ll be placing our focus. You can learn more about the 2026 Maverick’s hybrid tech in our original review, but the place where meaningful compromises stop shaping this pickup’s appearance is below. Each of the following Maverick gas trims are ordered from least to most expensive.

Related: Ford Just Took The V8 Out Of Its Fancy F-150 Trims

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Maverick XL 

Ford’s Maverick XL isn’t a bad truck; it’s just inherently incomplete given its entry-level status. Like our Maverick XLT FWD Hybrid value pick, the XL’s savings mean notable sacrifices. These compromises include no 7-Speed Quick Shift Transmission, exposed front tow hooks, or front/rear molded splash guards. As a base trim, there’s also plenty of missing style, materials, comfort, and tech. Despite modern features like a large 13.2-inch center display increasing appeal, the XL feels less like a capable entry version and more like settling when you experience things like its cloth seats, lack of heated front seats, and single-zone manual air conditioning.

Maverick XLT 

The Maverick XLT is the initial step into a more typical consumer truck experience, but it’s also the first trim where drivers really start adding optional features to mitigate its shortcomings. On the exterior, standard features essentially mirror the XL, and the most attractive offerings are optional, such as exposed front tow hooks and splash guards. The XLT’s performance and interior tell a similar story in that off-road, luxury, and appearance packages are add-ons, and even crucial features like heated front seats are optional. Ultimately, the XLT is more of a build-up platform, serving as the most efficient starting point, rather than a finished product.

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Maverick Lobo 

The 2026 Maverick Lobo is the first deviation trim within this gas-powered lineup. In other words, it changes the Maverick’s intent from basic, all-around utility to a sport-leaning street truck. This approach manifests in design choices such as a lowered 7.4” ground clearance (compared to 8.3” for other trims), performance-tuned steering and suspension (sharpening handling responsiveness and reducing cornering body roll), and a 7-speed quick-shift transmission that feels truer than the XL and XLT’s standard continuously variable transmission. Despite leading with street-truck philosophy, the Maverick Lobo boasts valuable capabilities like four-wheel drive (4WD). Additionally, more driver-assist features through Ford Co-Pilot 360, which is optional on lower trims, increase usability. Still, the Maverick Lobo mostly adds personality rather than resolution. Features such as synthetic leather seats elevate daily drives, and Grabber Blue and Lime Green Stitching add flair, but in-demand features like heated front seats and adaptive cruise control still aren’t standard.

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Maverick Lariat 

The Maverick Lariat is the first true completion-threshold candidate with meaningful standard upgrades across cabin materials, connectivity, and safety. A soft-vinyl-heated steering wheel elevates the cabin ambiance alongside dual-zone automatic climate control, heated seats, and an acoustic windshield improving noise insulation. The tech experience benefits from an eight-speaker Bang & Olufsen sound system rather than the six-speaker factory audio, and safety is enhanced through Ford Co-Pilot360 Assist 2.0. 

Co-Pilot360 Assist 2.0 adds features you won’t find in the base Co-Pilot360 system, including, but not limited to, adaptive cruise control with lane centering, 360-degree cameras, and reverse brake assist. Traditional trucking capabilities are also improved by bed tie-down locking rails with two locking brackets, Pro Trailer Hitch Assist, and Pro Trailer Backup Assist. In essence, the Maverick Lariat, while not fully loaded like the Tremor trim, significantly reduces the “you should’ve added a package” problem and misses fewer obvious daily pickup features.

Final thoughts/Maverick Tremor 

The 2026 Ford Maverick Tremor doesn’t qualify as quietly making the most sense since most of its higher-cost additions are preference-driven. Examples of Tremor-exclusive preferences are orange front grille accents, orange seat stitching, and orange-painted pocket wheels. The Tremor’s exposed front tow hooks and Trail Control with Trail 1-Pedal Drive are both appealing, but their off-road focus doesn’t relate to our emphasis on everyday ownership. 

Ford’s Maverick Lariat gives you that sense of everyday completion at a lower premium, and it even offers optional packages not available in the Tremor, like the 4K tow offer increasing maximum towing capacity to 4,000 lbs. The Maverick Lobo is the second-best bet for quietly making the most sense, but its street-truck appeal is more niche. Be sure to test-drive the 2026 Ford Maverick Lariat before making a purchase, and check out Road Ethos for more information on top pickups, such as the 2027 Ram 1500.

Related: Tesla Cybertruck Vs. Rivian R1T: Which Electric Pickup Is Safest?

It wasn’t too long ago that three of Germany’s biggest luxury automakers were deep in an engineering arms race almost exclusively emphasizing sedan horsepower. This horsepower war, centering on BMW, Mercedes-Benz, and Audi, gained momentum in the late 1980s, accelerated into the 1990s, and lasted through the early 2000s. These manufacturers continually one-upped each other with better technology and higher speeds, with the Autobahn being an ideal testing ground. The goal of capturing global markets drove each brand, and storied motorsport histories furthered rivalries. Let’s take a closer look at four of the vehicles defining Germany’s horsepower war, starting with one of the earliest major shots fired.

BMW M5 (E34) (1988 to 1995) 

It’s only natural that we’d start with engine and horsepower when evaluating the BMW M5 (E34), which marked the manufacturer’s next leap in the super sedan segment. The model started with a 3.6-liter inline-six in 1988, delivering 311 to 315 horsepower, but for the 1992 model year, it received a 3.8-liter inline-six, increasing horsepower to 340. These specs made it the biggest six-cylinder engine ever built by BMW at the time. It’s no surprise that the E34 M5’s engine was an evolution of the M88 straight-six in BMW’s M1 supercar, and that lineage was already established in the first M5, the E28 (1982 to 1988 model years), which used the M88/3. The E34 evolved past the E28 with a forged crankshaft, revised compression (starting with the 1992 engine upgrade), and equal-length exhaust manifolds. Each E34 was hand-assembled at BMW’s M GmbH facility in Garching outside of Munich, and the automaker only produced 2,676 left-hand-drive 3.8-liter European units. The BMW M5 E34 ultimately raised the benchmark for executive sedan performance, and with a title like being the most powerful series sedan in Germany, Mercedes-Benz had to respond.

Related: Sedan vs Coupe: The Difference Is Not As Simple As It Used To Be

Mercedes-Benz 500 E (1991 to 1995)

The Mercedes-Benz 500 E was born out of a collaboration with Porsche. In 1988, Daimler-Benz AG commissioned Porsche to design the lightning-fast touring saloon. Core requirements included the vehicle having the 500 SL’s five-liter V8 four-valve engine. Michael Hölscher, Project Manager Development for Porsche during the 500 E’s development, described the vehicle: “Thirty years ago, I drove to Lake Constance with three colleagues. We spent the entire trip talking to each other. At one point, one of them looked at the speedometer and had quite a shock when he realized the needle was showing 250 km/h. We had tuned the chassis, brakes and engine to perfection.”

Despite its understated “sleeper” appearance, the 500 E could jump from 0 to 62 mph in 6.1 seconds (depending on the model year) with its 321-horsepower, 5.0-liter, naturally aspirated, 32-valve V8 engine. Mercedes-Benz supplied body parts, and Porsche assembled the body using these components, along with in-house parts. The 500 E didn’t just give BMW a run for its money during the early-1990s portion of Germany’s horsepower wars; it also saved Porsche from a severe financial crisis in the late 1980s stemming from declining sales in major export markets like Japan and the United States.

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BMW M5 (E39) (1998 to 2003) 

BMW fired back at Mercedes-Benz in a major way in the late 1990s with what enthusiasts often view as the defining M5: the E39. Like any German horsepower war staple, the M5 E39’s appeal was primarily rooted in its engine, and BMW took a significant risk by dropping the previous M5’s 7,200 rpm straight-six. However, this risk paid off, as the M5 E39’s 4.9-liter V8 increased low-end torque for more effortless acceleration. This dynamic was complemented by a robust 394 horsepower, a 7,000 rpm redline, and other enthusiast favorites such as a six-speed manual and a limited-slip differential. BMW also took a page out of the Mercedes-Benz 500 E’s playbook by giving the E39 more of a balance between luxury and performance. In contrast, the E34 leaned more toward being an analog-heavy sports sedan. BMW rivals knew the sedan bar had once again been raised.

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Audi RS 6 (C5) (2002 to 2004) 

The RS 6 C5 is considered Audi’s definitive entry into the super-sedan market. Under the hood was a 4.2-liter, 40-valve, twin-turbocharged V8 packing a serious punch with 444 horsepower in its standard version. The RS 6 Avant Plus generated even more thrills via 473 hp. Audi achieved this horsepower increase by adding two additional radiators behind the side-mounted intercoolers and remapping the engine control unit (ECU). Drivers also received standard quattro all-wheel drive. Audi’s splash in the German horsepower wars pushed rivals into forced induction and V10s if they hoped to keep up. For example, models like Mercedes-Benz’s E55 AMG W211 (2003 to 2006) ditched a naturally aspirated engine in favor of a 5.4-liter supercharged V8 engine boasting 469 horsepower.

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Final thoughts

Throughout the late 1980s, 1990s, and early 2000s, BMW, Mercedes-Benz, and Audi continually forced one another to raise the sedan performance bar. As rivalries progressed, so did engines, chassis engineering, and suspension tuning. Direct descendants of Germany’s horsepower wars include, but aren’t limited to, Mercedes-AMG’s E 63, Audi’s RS 6 Avant, and Audi’s RS 7. Head over to Road Ethos to get the latest on what’s going on with new German performance sedans like Audi’s third-generation RS 7.

Related: The 7 Best BMW Models of the 21st Century

The 2026 Hyundai Ioniq 9 is a full-size, three-row electric SUV that’s well-equipped throughout its lineup. Subsequently, most drivers should spend less time worrying about choosing a “bad” trim and more energy identifying where meaningful compromises disappear. We recently reviewed the 2026 Ioniq 9 and recommended the all-wheel drive (AWD) SEL as the “best value.” A “best value” trim typically means you’re making some sacrifices to prioritize savings, but our analysis focuses on the lowest-priced Ioniq 9, where the ownership experience feels complete. After this trim, additional spending becomes increasingly preference-driven rather than serving to fill notable gaps.

Ioniq 9 S – $58,955 

The baseline Ioniq 9 experience starts with the S trim, so there are more compromises than drivers seeking a complete experience prefer. One of the S trim’s most significant downsides is its exclusively rear-wheel-drive (RWD) drivetrain, along with its reduced power of 215 horses. While the S has the highest maximum range of any Ioniq 9 trim, it’s not by much, as ranges throughout the remaining lineup span 311 to 320 miles per charge. Dual 12.3-inch infotainment displays, along with wireless smartphone integration for charging and Apple CarPlay/Android Auto, are big perks, but they don’t outshine drawbacks such as cloth seating, no ventilated front seats, and fewer exterior conveniences. These convenience gaps include no hands-free power liftgate or power-folding side mirrors. Overall, the Ioniq 9 S feels more like an excellent entry point than a complete family electric SUV.

Related: I Drove The 2026 Subaru Trailseeker On- And Off-Road At Mudfest: Here’s Why Subaru’s Electric SUV Won Big

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Ioniq 9 SE – $62,765

One of the most noticeable differences between the Ioniq 9 SE and the entry-level S is the SE’s standard AWD. This increase in driving confidence is bolstered by a large jump in horsepower from 215 to 303. Together, AWD capability and more power mean greater peace of mind carrying passengers and cargo. Still, the Ioniq 9 SE’s equipment changes are intentionally modest. The only comfort-related interior differences are the additions of two-way power lumbar support and 8-way power adjustability to the front passenger seat. Advanced driver-assist safety, exterior styling, and conveniences also mirror the S trim. When you select an Ioniq 9 SE, you’re choosing it for more power and standard AWD rather than a complete-feeling package.

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Ioniq 9 SEL – $66,320 

Many identify the SEL as the value sweet spot because comfort and technology take a noticeable step forward without carrying Calligraphy-level premiums. Inside, seats upgrade from cloth to synthetic leather and gain ventilation in the front row and heating in the rear row. A heated steering wheel adds comfort in the cold, and features like 64-color ambient lighting and an auto-dimming rearview mirror further cabin ambiance. The exterior is more in line with modern driving expectations with its hands-free power liftgate and power-folding side mirrors, and larger 20” wheels (compared to the 19” set on S and SE trims) establish a more premium appearance. This is also the first trim to offer advanced driver-assist upgrades, including blind-spot and surround-view monitors, reverse collision-avoidance assist, and side parking distance warnings alongside standard front and rear sensors. These upgrades materially improve everyday ownership, but a closer look at the Ioniq 9 Limited reveals there are some major missing ingredients.

Ioniq 9 Limited – $71,250 

The Limited is the major breakpoint in the Ioniq 9 lineup, primarily since it’s the first trim to receive the 422-horsepower AWD system. This increased power means less effort when merging, more confidence in managing the 5,000-lb maximum tow rating, and performance that better matches the vehicle’s size and luxury positioning. Still, a major powertrain upgrade isn’t all that you’ll receive. A vehicle-to-load two-way on-board charger in the rear cargo area turns your electric SUV into a mobile power bank, the second-row bench seat becomes more comfortable ventilated captain’s chairs, and a power-folding third row makes it easier to accommodate more cargo. On the tech front, a Bose premium audio system enhances sound quality, and a fingerprint scanner enables keyless vehicle access and personalization, complemented by digital key compatibility. While luxury nice-haves aren’t necessarily our focus here, they don’t hurt the idea of the Ioniq 9 Limited feeling most complete at the lowest price. These nice-haves include, but aren’t limited to, larger 21” 5-spoke alloy wheels, glossy black and bodycolor wheel arches, and first- and second-row relaxation seats.

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Ioniq 9 Calligraphy – $74,990 / Calligraphy Design – $76,490

Hyundai’s Ioniq 9 Calligraphy and Calligraphy Design trims are more preference-driven than defined by meaningful upgrades. While these trims’ remote smart parking, digital rearview mirror, and head-up display are convenient, many drivers prioritizing convenience already have their needs met through features in the Limited, such as a hands-free power liftgate, surround-view monitors, and added parking sensors. The Calligraphy trims also don’t change the Ioniq 9’s drivetrain performance compared to the Limited. Instead, most of its differences are more about personalization, like perforated design door trim, a microfiber suede headliner rather than cloth, and alloy pedals. Unless you’re focused on premium touches, the Limited already feels complete, especially with its aforementioned nice-haves.

Final thoughts

Instead of being the trim that offers the most features per dollar, the 2026 Hyundai Ioniq 9 Limited is the first trim where meaningful compromises disappear at the lowest price. The Limited ultimately achieves this status by combining the high-performance 422-horsepower AWD powertrain with nearly all of the everyday features that materially impact daily ownership. Be sure to test-drive the 2026 Hyundai Ioniq 9 before making a purchase, and head over to Road Ethos to learn more about other three-row electric SUVs, such as the Kia EV9.

Related: Hyundai’s Electric Sedan Just Beat The Lexus LFA Around The Nürburgring

The Anatomy Of A $10,000 Crossover

Built specifically to comply with Japan’s strict kei car regulations, the Flair Crossover is essentially a rebadged Suzuki Hustler. The dimensions are staggering when viewed through an American lens. At just 133.7 inches long, this four-door crossover is nearly two feet shorter than Mazda’s own MX-5 Miata (154.1 inches). Yet, thanks to a 96.9-inch wheelbase and a boxy, tall-boy roofline, it manages to comfortably seat four adults.

For the recent update, Mazda overhauled the active safety tech. The tiny crossover now comes standard with a millimeter-wave radar and monocular camera system, bringing pedestrian detection, adaptive cruise control, and lane-keep assist to a vehicle that costs less than a used side-by-side. Higher trims also benefit from a bolder grille and rugged paint options like Woodland Khaki Metallic.

Micro Engineering, Maximum Efficiency

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Under the hood, you find kei car innovation rather than a massive displacement block. The Flair Crossover utilizes a 660cc three-cylinder mild-hybrid setup. The naturally aspirated base model churns out a modest 48 horsepower, while the turbocharged variant hits the legal kei car ceiling of 63 horsepower. Both are mated to a continuously variable transmission (CVT), with power routed to either the front or all four wheels.

Closing Thoughts

Pricing for the base 2WD XG trim starts at roughly $9,950 at current exchange rates. The fully loaded, turbocharged 4WD ZT tops out around $14,050. We will never see the Flair Crossover in the United States. Our highway crash standards and relentless appetite for high-speed cruising effectively lock it out. But as the average new car price in America continues to hover dangerously close to the $50,000 mark, Mazda’s sub-$10,000 urban runabout is a stark reminder of the brilliant packaging and affordability we’re missing out on.

The 2026 Genesis GV80 is far from just another luxury SUV. In contrast, its lavish interior, exceptional safety, and class-leading warranty are available at prices that undercut many European rivals, giving shoppers more flexibility in choosing a higher-equipped trim. However, the GV80’s extensive trim lineup makes it harder to spot the one that feels complete before upgrades become preference-driven (rather than truly impactful). Instead of focusing on the best-value trim, as in our overall GV80 review, this breakdown identifies the trim at which the GV80 stops feeling meaningfully compromised in its core driving experience.

2.5T RWD / 2.5T AWD – $57,700 / $59,850 starting MSRPs

The 2.5T rear-wheel drive (RWD) and 2.5T all-wheel drive (AWD) represent the baseline GV80 experience. Subsequently, they compromise the GV80’s core driving experience in favor of lower prices. For starters, you receive a 300-horsepower 2.5-liter Inline 4 Turbo GDI rather than the 375-horsepower 3.5L Twin-turbocharged V6. Comfort sacrifices for this trim that many GV80 shoppers prioritize include leather seating surfaces, driver seat power cushion extension, and ventilated front seats/heated rear seats. This trim level’s lack of a heated steering wheel may also lead to buyer’s remorse in colder climates, or for older drivers using heat for hand/finger arthritis relief.

Related: 2026 Genesis GV80 vs 2026 Volvo XC90: I Drove Both Luxury SUVs—Here’s My Honest Comparison Review

Regarding technology, a head-up display and a surround-view monitor make a luxury SUV’s interior feel more complete, but neither is available on the 2.5T RWD/AWD. The lack of a premium sound system or digital key compatibility is an added convenience drag, and fewer parking distance sensors mean less peace of mind. This trim feels like enough as an entry-level midsize luxury SUV, but its positioning naturally makes it incomplete. 

2.5T Select AWD – $63,750

The 2.5T Select AWD is the first incremental step up in the GV80 lineup, adding comfort and convenience features, along with other small luxury refinements. There’s no change in powertrain or driving behavior beyond standard AWD. Still, comfort is improved with a heated steering wheel and rear side window sunshades, and technology is enhanced by digital key compatibility. 

There’s not much else to report in terms of comfort and technology upgrades, especially with advanced safety mirroring the base trim. There are some other benefits, such as a panoramic sunroof and premium-finish interior trim (rather than piano-black trim), but the 2.5T Select AWD remains a ways off from our target.

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2.5T Advanced AWD – $68,600 

Genesis’ GV80 2.5T is the starting point for this model feeling fully equipped, but that doesn’t mean it’s the ideal pick. Its cabin experience more closely aligns with expectations for a modern luxury SUV via genuine leather upholstery instead of synthetic leather, front seat ventilation, and a power-folding third row. Additionally, its surround-view monitor, increased parking distance sensors, and Bang & Olufsen sound system meaningfully impact daily drives. However, the 2.5T Advanced’s refinement remains limited by its powertrain, which feels less effortless when demand increases beyond light-to-normal driving.

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2.5T Prestige AWD – $73,500 

The 2.5T Prestige AWD has less luxury layering without mechanical change than its 2.5T Advanced counterpart. While the lower-powered 2.5-liter Inline 4 Turbo GDI engine remains, electronically controlled suspension makes adjustments based on road conditions for elevated ride comfort, larger 22” wheels sharpen handling while boosting appearance, and interior comfort increases with heated second-row seats and active noise control. If you regularly drive long distances, the driver’s seat’s standard power cushion extension, bolster, and ergo-motion features make this trim worth consideration, especially alongside head-up display convenience. The 2.5T Prestige AWD’s most significant drawback is that its advanced safety doesn’t improve from the 2.5T Advanced AWD.

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3.5T Advanced AWD – $75,950 

Genesis’ GV80 3.5T Advanced AWD provides a more pronounced mechanical and experiential shift than the 2.5T Prestige AWD with its 3.5L Twin-Turbo V6 engine producing a robust 375 horsepower and 391 lb-ft of torque. Upgrading to this engine means receiving smoother, more effortless acceleration, along with greater confidence during hilly driving, highway merges, and hauling. While the 3.5T Advanced AWD largely mirrors the 2.5T Prestige AWD, it’s this engine shift alone that allows the trim to finally feel aligned with the GV80’s size and luxury intent. The 3.5T Advanced AWD is also one of four GV80 trims offering a seven-passenger capacity (along with the 2.5T Advanced, 2.5T Prestige, and 3.5T Prestige). 

Final thoughts

The remaining 3.5T Prestige (starting at $82,330) and 3.5T Prestige Black ($83,250) trims don’t make more sense than the 3.5T Advanced because there’s no meaningful change in driving dynamics. Instead, upgrades are luxury and presentation-based. Examples of these preference-based upgrades include microfiber suede headliner and pillars, black ash wood trim (standard in 3.5T Prestige Black), black alloy wheels and front brakes (3.5 Prestige Black), and quilted Nappa leather seats. Sure, 3.5T Prestige offerings like power-reclining second-row seats and a digital rearview mirror are solid perks, but their functional upsides don’t stop the trim from largely being rooted in perceptual appeal.

Genesis’ GV80 3.5T Advanced AWD quietly makes the most sense because lower-priced trims often get more attention, and those trims tend to rely on luxury layering rather than meaningful mechanical enhancements. The 3.5T Advanced AWD’s speed is fun, but what’s most significant is its seamless performance, which isn’t overshadowed by the luxury preferences defining the 3.5T Prestige. Be sure to test drive the 2026 Genesis GV80 3.5T Advanced AWD before making a purchase, and check out Road Ethos for more luxury SUV buying guides on vehicles like Acura’s MDX.

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Related: 2026 Genesis GV60 Performance vs. 2026 Polestar 4 Dual Motor: I Drove Both Luxury EVs—Here’s My Honest Comparison Review

Economy cars are designed to be compact, fuel-efficient, and affordable. However, certain models’ humble economy beginnings didn’t stop them from earning enthusiast followings. Primary reasons why some economy cars rose to stardom include a lower cost of entry, an underdog factor, and traits that enthusiasts naturally appreciate. Characteristics that draw enthusiasts to cars within this class often include lightweight construction, responsive handling, and near-endless tuning potential. Let’s take a closer look at prime examples of these vehicles that started as mass-market, cost-driven platforms before engineers and DIYers injected unexpected capability.

(1983) Volkswagen Golf/Rabbit GTI 

When it comes to car collecting, “first of” and “end of an era” narratives reign supreme. Volkswagen’s 1983 Golf GTI is the model’s first production year in the North American market. The Golf GTI, which previously launched in Europe (1976) and was based on Volkswagen’s practical economy Golf hatchback, would go on to define the hot hatch segment by helping bring performance to the masses. Initially sold in the U.S. as the Rabbit GTI, the 1983 Golf GTI’s performance was distinguished by its sport-tuned chassis and lightweight construction, providing incredibly responsive handling. This hot hatch came in two- or four-door body styles, and design features such as its red grille surround, plaid upholstery, and golf-ball shift knob are etched into automotive history. The tiny 1983 Golf GTI’s massive personality and standout athletic performance are ultimately why enthusiasts still regard it as an icon. 

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(1985) Dodge Omni GLH Turbo (GLH-T)

While 1984 was the Dodge Omni GLH’s inaugural model year, 1985 is generally considered the model’s sweet spot, falling between its debut and the car’s 1986 retirement. The 1985 model’s primary draw was its optional turbocharged version of the 1984’s 2.2-liter, which now produced 146 horsepower instead of 110 horsepower, complemented by upgraded driveline components and a light 2,295-lb curb weight. This optional turbocharged engine was carried over into the 1986 model, but the 1985 version is generally more coveted among enthusiasts, since the former was largely overshadowed by the 1986 Carroll Shelby-tuned Dodge Omni GLHS with 175 horsepower.

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(1987) Toyota Corolla FX16 GT-S

The E80-generation Toyota Corolla FX16 GT-S, which launched for the 1987 production year, took the standard economy Corolla and added double-overhead cams, electronic fuel injection, and four valves per cylinder to increase horsepower from 74 to 108-112. Enthusiasts appreciate this model’s high-revs (7,500 rpm factory redline), light curb weight of about 2,366 lbs, and smooth 5-speed manual shifting (although a four-speed automatic was also available). The 1987 Corolla FX16 GT-S is one of the more overlooked mentions on our list, as it played second fiddle to Toyota’s AE86 Corolla GT-S (1983-1987 model years), which featured rear-wheel drive better suited to sporty modification than the FX16’s front-wheel drive, had a larger parts ecosystem from higher sales, and is recognized as that era’s last performance-oriented RWD Corolla/Sprinter derivative.

Related: I Drove the 2026 Toyota GR Corolla Premium. I Would Risk Looking Like a Teenager For This Hot Hatch

(1991) Nissan Sentra SE-R

The Nissan Sentra SE-R (1991-1994, B13 generation) featured a 1.6-liter inline-4 producing up to 140 horsepower and a 5-speed manual sending power to the front wheels, whereas the standard Sentra delivered 110 horsepower. Beyond power, its SR20DE engine is known for its superior reliability and seamless maintenance, stiffer suspension, and factory limited-slip differential supplying better grip and cornering. Collectors and tuners prefer the 1991 Sentra SE-R since later years within the B13 generation experienced weight increases and redline decreases. 

(1992) Honda Civic CX 

The 1992 Honda Civic CX marks the launch of the CX, which was the Civic’s entry-level trim. Unlike several other cars on our list, this model didn’t evolve into an enthusiast icon because of its performance. Instead, this hatchback is known for its fully independent rear suspension, which fosters race-inspired handling, manual shifter with tactile, notchy engagement, and a design with huge modification potential. The CX’s stripped-down nature played a central role in creating this blank slate for modifications, which primarily included B-series engine swaps (B18A1 or B18B1, also known as an LS swap) for more low-end torque and horsepower ranging from 125-142. In factory form, the 1992 Civic CX produced a sluggish 70 horsepower.

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Final thoughts

Our picks listed above fundamentally qualify as economy cars by their footprint and architecture, but have evolved into hot-hatch or lightweight performance derivatives. This process occurred due to commonalities like lightweight designs causing large performance jumps when power was added, complemented by an adaptable chassis, high parts interchangeability, and the responsiveness that enthusiasts crave. While most of the vehicles mentioned feature highly tunable engines, the 1992 Civic CX’s appeal was chassis-led. In other words, the 1992 Civic CX’s adaptable platform allowed it to handle performance upgrades. Whether these economy icons’ performance potential was engine-led or chassis-led, they proved that ordinary transportation can sometimes make a splash in automotive culture. After you’re done scanning these vehicles’ values online, head over to Road Ethos to learn more about classics like the most unloved vehicles from the 1970s.

Related: Ford Escort XR3i Restomod Turns An ’80s Hot Hatch Into The Car Fans Remember

Electric vehicle (EV) acceleration is immediate and constant, but this amplifies any chassis harshness. In contrast, internal combustion engine (ICE) cars have engine vibration and gear shifts that tend to mask low-speed ride imperfections. Without these distractions, EVs are more mechanically exposed to road surfaces, and suspension tuning is more noticeable. Simultaneously, EV’s significant battery mass and low center of gravity heighten ride tuning challenges, and battery weight (along with poorly damped chassis) caused vertical bounce and secondary ride motions, such as choppiness. Engineers had to adapt and control EV body motions without overly stiff spring and damper rates, particularly at low speeds where sharp inputs are more apparent. In response, the EV makers strived for ultra-controlled body motion rather than acceptable ride comfort, and this effort has influenced the greater auto industry. 

Heavier batteries forced engineers to rethink ride comfort from the ground up

In general, the larger an EV battery is, the more energy it can store and the heavier it is. Higher vehicle curb weights often lead to stiffer springs and firmer damping, which can be problematic for EVs. Stiffer springs raise frequencies and worsen the primary ride, making transmissions from instances like bumps harsher, while firmer damping hurts secondary EV ride quality with higher frequency inputs in the cabin, like when driving over small cracks. Part of the core EV engineering challenge is balancing structural support with compliance over small road imperfections, which has made tire sidewall stiffness a critical factor. A stiffer sidewall helps control an EV’s extra heft and tire deformation during directional changes. 

Related: Tesla Cybertruck Vs. Rivian R1T: Which Electric Pickup Is Safest?

Additionally, air and multi-link suspension systems have become more common in EV platforms. Air suspension auto-leveling compensates for battery weight and shifting loads to maintain performance consistency, and lowering an EV’s body at highway speeds reduces aerodynamic drag for more range. Multi-link suspension handles higher EV weights by reducing body roll and improving cornering stability through a minimum of three control arms per wheel. In comparison, simpler suspension systems, like the MacPherson strut, use one or two arms per wheel. Skateboard EV architectures, platforms that house batteries, motors, and suspension in a flat, skateboard-like chassis, complement multi-link suspension systems in EVs by putting the heaviest component, the battery, as low as possible. A battery that’s inches from the ground reduces body roll and improves handling. Skateboard EV architectures also spread the battery across the floor for a 50/50 balance from front to rear.

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Silence became the new luxury benchmark that exposed suspension flaws

With road and suspension noise like small vibrations being more noticeable in earlier EVs, engineers had an opportunity for refinement, and the idea of cabin serenity as luxury took firmer hold. Making things quieter in newer EVs requires balancing wind, road, and powertrain noise. Prime examples of solutions include advanced acoustic insulation materials, active noise cancellation systems, aerodynamic enhancements, and enhanced tire technology. Advanced acoustic insulation materials in EVs are lightweight and target high-frequency motor whine and road noise. Active noise cancellation technology in EVs works similarly to noise-canceling headphones, using microphones and speakers to generate counteracting sounds to reduce unwanted noise. Regarding aerodynamic enhancements, examples of design choices that minimize wind noise include active air-vent controls and digital cameras replacing side mirrors. Manufacturers mitigate tire road noise with technologies such as foam inserts that absorb vibrations, tread patterns that reduce rolling noise, and newer rubber compounds that reduce contact noise.

EV ride quality became a system-level coordination problem

Softness is vital to overall comfort, but so are controlled movement and stability, and in earlier EVs, improving vertical motion management became especially significant. When evaluating vertical motion, aspects such as secondary oscillations and rebound behavior are key. Earlier EVs had less sophisticated chassis technology because they had extra battery weight and were based on ICE platforms rather than innovations like skateboard architecture. Alongside lower center of gravity and specialized active suspension systems, unified chassis control (UCC) has played a central role in improving vertical motion. According to an MDPI Sensors study, UCC optimizes vertical motion in EVs by coordinating multiple actuators, addressing wheel vibrations that destabilize heavy platforms. Primary chassis actuators include motors, steering, and suspension. For example, UCC can make sure torque from one wheel doesn’t make the suspension bounce while steering pulls the other way. The result is controlled vertical motion and ride stability existing despite greater average mass.

The EV era turned ride quality into a defining competitive battleground

EV’s evident ride flaws early in the segment’s evolution led to a reset in engineering comfort. While ICE cars didn’t completely overlook convergence, engineers realized how essential convergence was to EV ride quality refinement. Compared to ICE cars, EVs have fewer masking variables, stronger cross-system interactions, and a bigger software role, so the tighter these systems work together, the higher the ceiling for ride quality. The meticulous mission to optimize ride quality has expanded beyond EVs to the entire auto industry. In 2025, the global automotive NVH (noise, vibration, harshness) materials market was valued at $18.4 billion, and it’s expected to grow to $29.6 billion by 2034, according to Dataintelo. If you’re interested in buying an EV, check out Road Ethos for Car Buying guides covering popular models like the Mercedes-Benz CLA electric and Tesla Model 3.

Related: GM Hits 1 Billion Hands-Free Miles as It Takes on Tesla

Early automakers embraced faster and cheaper manufacturing using metal-stamped parts during the early 20th century. While stamped steel construction experienced rapid growth in the following decades, it also added significant weight challenging engineers. You don’t have to be an auto enthusiast to know how weight can negatively impact acceleration, braking, and cornering, and manufacturers compensated with larger engines and stiffer setups. Still, increased power brought diminishing returns in efficiency and real-world performance. Automakers had to stop relying on mechanical tweaks like reduced fasteners and other minor weight-saving measures. Instead, they needed a lighter material for increasingly heavy, complex vehicles.

The breakthrough moments that made aluminum viable 

Honda was the first to release a mass-produced car with an all-aluminum monocoque structure, the Acura NSX, in 1990. The NSX’s curb weight was just 3,010 lbs, and its forged aluminum suspension components reduced unsprung weight (components not supported by suspension) for better handling. Acura’s NSX would ultimately establish a reputation as the first everyday supercar. Audi’s A8, featuring an all-aluminum chassis (the Audi Space Frame), followed in 1994. The Audi Space Frame weighed 40% less than an equivalent steel frame and used a high-strength aluminum framework with integrated sheet aluminum components carrying structural loads. 

Related: History In A Nutshell: Every Generation Of The Nissan GT-R

Audi explained: “For the first generation of the Audi A8, the company once again completely reinvented the unitary body, using aluminum as a material and a concept tailored to the lightweight metal. The development work, which got started in 1982, yielded 40 patent applications. In the role of the production model’s forerunner was a technical study with the ‘ASF’ designation, which caused a sensation at the 1993 IAA, its unpainted body of polished aluminum gleamed like silver,” as cited by Autoweek.

The German automaker added that what makes its space frame so elegant from a technical perspective is that it separates the tasks of the various body components. For example, the extruded sections bridge spaces, the cast nodes connect the components, and the aluminum panels close off spaces and lend rigidity to the framework. A specific task is assigned to each material and component, giving engineers more design freedom.

Why shedding weight changes everything behind the wheel 

While many people are aware that weight reduction often improves performance in automotive design, fewer may consider the specific benefits it delivers day to day. Reducing mass improves the power-to-weight ratio, and, as a general rule of thumb, a 10% reduction in weight can result in performance gains similar to a 10% horsepower increase, without the additional strain on engine components. Lower weight can also optimize fuel economy and handling by reducing load on the vehicle in areas like suspension and unsprung mass, allowing for quicker, more precise responses to steering and braking. This combination of benefits, including aluminum’s greater corrosion resistance, led to the material’s broader adoption in the automotive industry.

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From flagship luxury sedans to mainstream trucks 

Aluminum began spreading beyond its early 1990s applications and eventually became mass-market in the 2000s-2010s. The XJ, Jaguar’s flagship sedan for over 50 years, adopted aluminum construction to save weight for its 2003 model year. These weight savings allowed Jaguar to reintroduce the XJ6, powered by a 3.0-liter six-cylinder engine, the first six-cylinder in the brand’s flagship car since 1997. Despite being taller, longer, and wider than its predecessor, the 2003 XJ weighed 440 lbs less. A more mainstream aluminum impact occurred with the Ford F-150. For the 2015 model year, Ford introduced the F-150’s new high-strength aluminum body, which shed 15% (700 lbs) of the previous version’s weight . This F-150 would become the first full-size Ford pickup to earn a five-star safety rating from the National Highway Traffic Safety Administration (NHTSA), showing how weight reduction didn’t compromise safety.

Why aluminum didn’t fully replace steel

For all its upsides, aluminum didn’t fully replace steel in cars due to some notable drawbacks. First, aluminum is more expensive to produce than steel since its extraction and refinement processes are energy-intensive. Aluminum requires specialized equipment and techniques for shaping and joining, and while it’s lighter, achieving strength comparable to steel requires more material. Since aluminum costs more than steel, replacement parts are naturally more expensive, and repairs are more complex. Necessary repair equipment includes aluminum welding machines and dedicated workstations to prevent cross-contamination with steel shavings, which can cause galvanic corrosion. These increased repair costs then drive insurance rates higher. Steel also offers advantages in certain structural areas, such as the chassis, body panels, and frames. Subsequently, mixed-material construction has become normalized.

How aluminum continues to shape the future of performance

Drivers can expect aluminum’s role in car manufacturing to grow as electric vehicles and hybrids balancing performance with energy demands, become more prominent. As aluminum’s role in the automotive industry has expanded, so have innovations in alloys and manufacturing techniques. One of these innovations is Tesla pioneering high-pressure die-casting at scale, which replaced dozens of parts with single-piece aluminum castings. Moving forward, aluminum acts as the bridge between traditional steel and high-performance carbon fiber, representing the most cost-effective and sustainable option.

Related: Was The Pontiac Aztek Ahead Of Its Time?

Cadillac isn’t just a participant in American automotive luxury cues; it’s the origin point. The brand’s luxury has always differed from the restrained engineering elegance of European luxury manufacturers. While automakers like BMW lean toward sporty, performance-tuned dynamics, Cadillac emphasizes comfort and brazen American styling. Cadillac was founded in 1902, and General Motors (GM) purchased the company in 1909. Over the next two decades, Cadillac would achieve milestones like introducing the first mass-produced V8 engine and over 500 color and upholstery combinations. In the 1930s, Cadillac became the world’s first manufacturer of a V16 engine for passenger cars, generating 160 horsepower, and a V12 powertrain that produced 135 horsepower. The brand would really hit its stride after World War II. In 1948, Cadillac became the first automaker to integrate tailfins onto a production car, and the Coupe de Ville, released in 1949, became a 1950s trendsetter. We’re just scratching the surface of how Cadillac helped write America’s luxury playbook. Learn more about Cadillac’s precision, scale, tech, and industry presence below, and how its influence still echoes through modern luxury design.

Precision as prestige: the brand that made engineering feel luxurious

Cadillac’s early obsession with standardization and interchangeable parts became a cornerstone of its luxury playbook, spreading throughout America. This approach allowed Cadillac to streamline repairs and maintenance, lay the groundwork for modern automotive mass production techniques, and craft each component with a focus on quality and durability. Before Cadillac’s emphasis on standardization and interchangeability, the overarching view was that mass-produced vehicles couldn’t achieve high quality and durability. Today, any driver wants reliability, but reliability is often tied to the economy class. However, precision manufacturing from Cadillac’s founder, Henry M. Leland, helped turn reliability into a status marker. In 1907, Frederick Bennett, an Englishman who served as the British agent for the Cadillac Motor Car Company in Detroit, Michigan, witnessed Cadillac’s precision manufacturing in Detroit and was amazed by what he saw. Bennett convinced the Royal Automobile Club to sponsor a test of the precision of automobile parts, which took place in February 1908. While all automakers at the time were invited, only Cadillac participated. It was awarded the club’s Dewar Trophy, considered in the young automobile industry to be almost the equivalent of a Nobel Prize, according to EBSCO.

Related: I Drove the 2026 Cadillac Optiq: Here’s My Honest Review of Cadillac’s Compact Luxury EV

Cadillac turned scale into proportion, and excess into intent 

America has long been associated with the “bigger is better” mentality, but Cadillac (especially under designer Harley Earl, refined this philosophy in automotive design with a more disciplined approach. Instead of simply being rooted in excess, Cadillac developed a luxury design language through deliberate choices in areas like visual weight, hoods, stance, and proportion. Harley Earl’s 1927 Cadillac LaSalle, the first production car styled by a professional designer, exemplified these deliberate choices by pushing the industry toward wider, more aerodynamic designs. The LaSalle was also one of the first vehicles to offer extensive paint options with Duco paint technology for vibrant, multi-tone schemes.

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The tailfin era wasn’t just excess, it was branding at full volume

Some might purely view Cadillac’s tailfin era as flamboyance, but it was primarily identity-building. Historians commonly cite the tailfin era’s inspiration as Harley Earl sending a group of his top stylists to Selfridge Air National Guard Base in Michigan in 1939 to look at the army’s new Lockheed P-38 fighter. The plane’s appearance struck designer Franklin Quick Hershey, and its visuals stayed with him until he was discharged from the Navy in 1944 and returned to GM. To finish the 1948 Cadillac lineup’s long flowing side sweeps, Hershey topped rear fenders with fillips featuring taillamps, nicknamed tailfins. The design choice was intentional: GM sought to diminish the visual bulk of Cadillac’s pre-war designs and lean into provocative styling, lifting post-war spirits. Nearly every automaker followed the tailfin trend, with the trend peaking in the late 1950s.

Technology became a design feature, not just a spec sheet 

Cadillac has been an adopter of visible, user-facing innovation since the early 20th century. For example, the 1912 Cadillac Model 30 was the first production car with an electric self-starter, and in 1929, the Cadillac Series 341-B debuted the synchromesh transmission after 12 years of research. The synchromesh transmission meant drivers didn’t have to shift to neutral before shifting to the next gear. Instead, they could push the clutch in and shift directly to the next gear. America also saw Cadillac introduce power windows, seats, and steering in the 1940s and 1950s, and in 1964, the brand released the first fully automatic AC/heater. What makes these tech innovations unique is that drivers could see and feel them, helping Cadillac define luxury as an experience.

Cadillac taught America that presence is the point

While Cadillac has lost the dominant status it held decades ago, its presence is so solidified that its badge alone evokes feelings of luxury. This presence is built upon a foundation of silhouette, visual authority, and user-facing innovation that diverges from understated European luxury cues. Cadillac’s contemporary choices, such as vertical headlights and Art Deco-inspired, angular designs, are prime examples of elements that have influenced a shift from strictly European aesthetics in the luxury sedan and SUV markets. In other words, Cadillac’s approach to presence hasn’t just shaped its own lineup; it established a blueprint for American automotive luxury. Check out more features covering luxury automakers on Road Ethos, including Cadillac’s entry into F1.

Related: Is the 2026 Cadillac Lyriq-V Worth Almost $90k? A Week Revealed Its Strengths and Weaknesses

The Lexus TX is a midsize three-row SUV that’s carrying over into 2026 without any notable changes, but its lack of updates isn’t necessarily bad, given its extensive standard features, spacious interior, and smooth ride. However, the TX’s multiple powertrains, range of aesthetic customizations, and trim choices require a focused shopping approach, and that’s why we’re honing in on its four gas trims. By best value, we mean determining how much meaningful equipment, comfort, convenience, and capability a buyer receives for each step up in price. 

TX 350 – $58,290 / TX 350 AWD – $59,890 

Base trims are often a strong value contender in that they have a model’s lowest price, but what really defines an entry-level trim’s quality is whether it feels complete rather than intentionally stripped. The answer as to which of these two camps the TX 350 falls in is a bit more nuanced. You’ll receive the same 275-horsepower turbo in-line 4 engine in the TX 350 as you will in the top-tier 350 F Sport Handling gas trim. Additionally, all-wheel drive (AWD) is optional, as in the 350 Premium and 350 Luxury. Lexus establishes a solid comfort baseline with standard features like 8-way power-adjustable driver’s and front passenger’s seats with power lumbar adjustment, ambient lighting, and a heated leather-trimmed steering wheel. Standard safety mirrors, upper trims, and 12.3-inch infotainment/14-inch displays create a luxury feel that Lexus shoppers seek. Still, there are some key comfort and convenience gaps. For example, seating is synthetic leather rather than semi-aniline leather, ambient lighting is less thematic than the Luxury trim, and there’s no front-seat ventilation. The TX 350 doesn’t feel intentionally stripped, as other standard features such as wireless phone charging and a comprehensive driver-assist suite help compensate for its shortcomings, but these weak spots (in the context of a base trim) are enough to keep it from feeling complete. 

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TX 350 Premium – $61,090 / TX 350 Premium AWD – $62,690

So, is the 350 Premium the real value sweet spot? There’s not a significant price jump between the base 350 and 350 Premium, but what you receive should still fully justify any additional spending. Regarding the interior, standard ventilated front seats and memory settings for the driver’s seat, side mirrors, and steering wheel are notable upgrades enhancing daily driving. While heated and ventilated second-row captain’s chairs are an optional upgrade adding cost, their comfort warrants consideration, especially since they’re not available in the entry-level 350. Interior seating materials remain synthetic leather, but 50/50-split power-reclining third-row seats further cabin comfort. The 350 Premium’s key technology upgrade over its base counterpart is an optional 21-speaker surround system, so interior comfort advantages are a more significant consideration, given they’re mostly standard. Lexus’ TX 350 Premium interior also offers an additional color scheme for added customization. When it comes to the exterior, the Premium’s biggest draw is its panoramic glass roof, which should be enough to sell any luxury-value shoppers on the fence since it bolsters the cabin experience. So far, the 350 Premium represents the strongest value in the TX lineup.

Related: I Drove The New Lexus RZ, And I Have Mixed Feelings

TX 350 Luxury – $63,440 / TX 350 Luxury AWD – $65,040 

Being well past the $60,000 mark, you want to be confident that the 350 Luxury’s upgrades make financial sense. One of the most noticeable differences is this trim’s seats, which are semi-aniline leather-trimmed rather than synthetic leather. The 10-way power-adjustable driver’s and front passenger’s seats with 4-way power lumbar adjustment complement its semi-aniline leather, and heated rear seats are standard. However, drivers might be a bit disappointed with how the branded 21-speaker audio system remains optional. Though the entry-level TX 350 does a great job providing exterior conveniences via features like a kick-sensor-activated power rear door and power-folding heated side mirrors, the TX 350 Luxury is a significant step up with its auto-leveling and auto-washing headlights, and its available 22” wheels are great for those preferring a larger set than the previous trims’ 20” wheels. Despite having some improvements that aren’t worth glossing over, the 350’s lack of technology upgrades in both infotainment and driver-assist categories means you’re better off looking elsewhere in the TX lineup.

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TX 350 F Sport Handling AWD – $67,560

When evaluating the 350 F Sport Handling, it’s essential to answer whether its added cost represents value or simply a style-and-performance tax. Standard all-wheel drive is a worthy consideration, but not especially significant since you can get it for less in lower trims. What’s more significant is its F Sport-tuned adaptive variable suspension, which minimizes body roll during cornering, smoothens road imperfections, and judges road conditions in real time, switching between comfort and a sport handling. This trim also receives unique F Sport styling for the front fascia, rear valance, pedals, steering wheel/shift knob, and sport seats. As the most expensive gas trim, it has standard features that are available on lower trims, such as rear-seat ventilation, but its 21-speaker sound system is again (curiously) optional. The 350 F Sport earns its name with plenty of style and performance enhancements. Still, it’s not the smartest buy since its value isn’t especially meaningful in the utilitarian sense, something that even luxury SUV shoppers consider.

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Final thoughts: your luxury SUV test drives should include a TX 350 Premium

The 2026 Lexus TX is guilty of trim stacking to a degree, but not to the point where determining which trim has the best value is especially difficult. Ultimately, the TX 350 Premium offers the most value, with its price carrying noticeable comfort upgrades and a panoramic glass roof, creating a more luxurious, airy cabin atmosphere. The base TX 350 isn’t incomplete, but it lacks the TX 350’s sense of completeness, especially in terms of comfort, and upper trims start to have diminishing returns rather quickly. Be sure to test-drive the 2026 Lexus TX 350 Premium before making a purchase, and check out Road Ethos for more car-buying guides on other Lexus SUVs, such as the 2026 GX.

Related: I Drove the 2026 Lexus TX 350 Premium AWD. Here’s My Honest Review

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Modern performance-first automotive ethos largely prioritizes horsepower. Besides there being no new 2026 model-year cars available with under 100 horsepower, contemporary combustion engineering and battery-electric development have redefined consumers’ performance expectations. However, Lotus’ philosophy, emphasizing lightness, has carried over into modern times after starting in the 1950s. For example, Lotus models like the 2-Eleven (2007-2011) and 3-Eleven (2015-2018) were released without a roof, doors, or windshield. 

Colin Chapman, Lotus’ founder, has multiple famous quotes regarding lightweight automotive design, with one being: “Adding power makes you faster on the straights. Subtracting weight makes you faster everywhere.” This mindset was especially countercultural during the company’s earlier history, given that Lotus was navigating peak muscle-car and early supercar eras. Still, Lotus’ design contributions forced the industry to reframe its performance priorities.

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“Simplify, then add lightness” was an engineering weapon 

Another one of Chapman’s famous quotes was: “Simplify, then add lightness.” An early example of this quote translating into real-world engineering decisions was with the Lotus Seven, released in 1957. Chapman’s steel space frame for the car was meant to be both stiff and featherweight. Instead of a high-powered engine, Chapman opted to use a Ford 100E four-cylinder, displacing 1172 cc and rated at just 36 horsepower in stock form. Upgrades like twin SU carburetors boosted horsepower to 45, while a three-speed manual multiplied low torque and transferred it to the rear axle, according to Hagerty. Instead of adding weight with paint, some early examples of the Seven were finished by polishing the unstressed aluminum body. Even though the Seven’s weight increased as production continued, some 1957 examples weighed just 725 lbs. In contrast, a 1957 Cadillac Series 62 had a curb weight of about 4760 lbs. The Seven’s lightweight design ultimately helped it double as a road and clubman’s racing car with exceptional agility, especially in high-speed cornering.

Related: A Single-Seat Lotus Elise Might Be the Purest Driver’s Car Yet

The Lotus Elan proved you didn’t need big power to feel fast 

The original first-generation Lotus Elan (1962-1973) was spurred by a mission to perfect the lightweight two-seater sports car. Its foundation included Lotus combining modified off-the-shelf mechanicals borrowed from other automakers with its relatively new in-house composite construction process. The Elan prototype would incorporate a steel backbone chassis construction and fiberglass body for lightness, rigidity, and streamlined manufacturing. Drivers received light, tactile handling, supported by compliant, long-travel suspension that optimized mechanical grip, made possible by the car’s lightness. The first Elan used a 1.6-liter Ford four-cylinder engine that Lotus upgraded with a dual overhead-camshaft head, producing 105 horsepower at 5,700 rpm, but its engineering allowed it to feel faster. After the Elan established a reputation for being quick, well-balanced, and responsive, the model’s “Sprint version,” available during the 1971-1973 model years, featured a 126-horsepower big valve engine.

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Racing was the ultimate proof and Formula 1 took notice 

Lotus revolutionized Formula 1 by ditching the conventional concept of a tubular spaceframe chassis in favor of a fully stressed aluminum monocoque design. Chapman used the Elan’s steel backbone as inspiration for the monocoque, curious to see whether it would function on a race car. Widening the frame allowed the driver to sit between the chassis structure’s sides, creating a lighter, stronger, and stiffer structure. This car’s single-shell was made from 16swg aluminum sheet and meticulously riveted together, providing exceptional rigidity while minimizing weight. The monocoque also established a slimmer frontal profile, reducing aerodynamic drag. Iconic motorsports journalist Denis Jenkinson said: “This riveted monocoque structure, like an aircraft, makes for greater rigidity with less weight. It was riding the bumps beautifully.”

The Lotus Elise restarted the philosophy in the modern era 

During its 1996 launch, the Elise’s power came from a 1.8-liter, 116-horsepower engine coupled to a 5-speed gearbox. Mounted transversely behind the driver and combined with the car’s incredibly light weight, this could propel the first car to 62 mph in just 5.9 seconds. It was one of the lightest sports cars available at the time, weighing 1598 lbs. Lotus achieved this weight with a bonded and riveted aluminum extrusion chassis and a glass-fiber body shell. A mid-engine layout and double-wishbone suspension at all four corners helped maintain balance and handling. The Elise’s production would continue through 2021, reflecting the resonance of its design philosophy.

Why modern performance cars still chase lightness even in the EV era 

Despite current horsepower wars and challenges with electric vehicle battery weight, Lotus’ emphasis on lightness remains in today’s performance landscape. For example, McLaren offset the Artura’s 287 pounds of hybrid hardware with design choices like a new carbon-fiber monocoque that weighs just 180 lbs. Still, while Artura drivers have larger budgets, cost-effectiveness remains a significant challenge regarding integrating lightweight philosophy into modern performance. Holger Eckhardt, Porsche customer motorsports spokesman, said: “Nothing is more expensive than lightweight. We could develop a 3,000-pound Taycan, but you’d have to spend $1 million. This is not the right way; as a manufacturer, we have to find the right compromise,” according to TheDrive. 
As electrification expands, power alone isn’t the answer, as Lotus’ lightweight ideas are more relevant than ever due to efficiency and range concerns. Check out more features covering your favorite automakers on Road Ethos.

Related: This is Why GM and Lotus’s Sleeper Sedan Was Almost Banned

The inline-five has always been odd, but it spawned cult appeal, motorsport success, and manufacturer approval. Most inline-six engines have a firing order of 1-5-3-6-2-4, with the firing events evenly spaced due to balance and cylinder count. In comparison, the inline-five has a firing order of 1-2-4-5-3, resulting in distinctive sound and vibration characteristics. Being smoother than a four and often lighter than a six, the inline-five appealed to manufacturers, but marketers struggled early to position it as a middle ground option. The inline-five was framed as boasting a four’s fuel economy and a six’s power, but it often failed to deliver this proposition consistently. Engineers, on the other hand, knew that something had to give regarding the popular inline four. Mercedes-Benz is credited with creating the first series-production five-cylinder (3.0-liter diesel) for its 300D sedan in 1974.

In an SAE paper from 1975, Daimler engineers Kurt Obländer and Manfred Fortnagel explained: “With time, the demands of modern traffic called for a continuous increase in performance of diesel engines. Until 1974, this demand was met by increasing average piston speeds and displacement of four-cylinder engines in connection with progress in diesel combustion. Considering wear, fuel consumption, noise, and vibration problems, speed and cylinder displacement had reached an upper limit, so that a further sizable raise of performance of naturally aspirated engines was only possible by increasing the number of cylinders,” as quoted in Road & Track.

The inline-six was already established, but engineers used the inline-five to balance increased power/displacement needs with space constraints. Despite marketers struggling to place it, there was a moment when the inline-five became legendary.

Audi’s war cry: How five cylinders conquered rally stages

Audi’s Group B rally dominance was the proving ground that allowed the inline-five to have significant cultural impact. More specifically, the turbocharged five-cylinder gasoline engine in Audi’s original 1980 quattro, complemented by intercooling and permanent all-wheel drive, packed a punch on both the road and in racing. Audi won the World Rally Championship (manufacturers’) title in 1982 with this car, and Finnish driver Hannu Mikkola secured the drivers’ title a year later. In the same year as Mikkola’s title, Audi released its Sport quattro with a wider track and a length that was 24 centimeters shorter. This car’s new four-valve, five-cylinder light-alloy engine delivered 302 horsepower, making it the most powerful German public road car at the time. The Sport quattro would form the basis of Audi’s next Group B four-valve inline-five rally car with 444 horsepower, which debuted in 1984 and preceded its racing division’s quattro A2. It was this season that Audi won both the drivers’ title and the manufacturers’ world championship. Audi’s inline-five worked so well in rally because it struck an ideal balance between an inline-four’s weight and an inline-six’s power, optimizing the brand’s innovative quattro all-wheel drive (AWD) system with immense torque and high power density and producing an intimidating exhaust note.

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Related: Lancia Is Winning Again After More Than 30 Years

Sweden doubles down: Why Volvo bet big on five cylinders

Audi’s rally dominance brought the inline-five to attention, but Volvo played a significant role in making it mainstream. Volvo introduced its first car with an inline-five, the 850, in 1990. The 850 featured a 2.5-liter, 20-valve, naturally aspirated inline-five cylinder and was part of the company’s modular engine strategy. This unique strategy featured a family of inline-four, inline-five, and inline-six engines that used aluminum blocks and heads, aluminum pistons, and double overhead cams. Utilizing a cohesive engine strategy helped Volvo close the gap between inline-four and inline-six engines, giving the five more cost efficiency, greater scalability, and smoother performance without a six-cylinder’s price.

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The sound that shouldn’t work but does

Enthusiasts are drawn to inline-five sound for its uneven cylinder configuration and 1-2-4-5-3 firing order. Some people describe inline-fives as baby V-10s since they produce similar raspy, high-pitched, aggressive notes. The TT RS is a prime example of an Audi that looks like a normal car but sounds like a supercar.

The sweet spot that didn’t last: why inline-fives fell out of favor

While the inline-five started as a smart middle-ground solution, it became unnecessary as tech and industry priorities evolved. The inline-five was always more complex and costly than a four-cylinder, but its tradeoffs became especially evident as four-cylinders improved. Turbocharged inline-fours closed the refinement gap with greater affordability, fuel efficiency, and performance, while hybrids addressed torque discrepancies more effectively. The improved fuel efficiency and reduced emissions of newer turbocharged inline-fours were especially significant as fuel-economy regulations increased pressure on automakers in the late 2000s through the 2010s. Starting in the late 1990s, automakers had also begun standardizing platforms, leaving less room for niche engine layouts such as the inline-five. This atypical engine’s decline wasn’t so much rooted in failure as it was in relevance loss.

Not quite dead: Why Audi still believes in five cylinders 

Despite the inline-five’s being less relevant than in prior decades, companies like Audi have continued releasing niche performance models with this configuration, making defiance part of the engine’s legacy. These models have included the RS 3, TT RS, and the RS Q3 crossover, which is exclusive to Europe. Audi’s inline-five will end in Europe after 2027 due to Euro 7 standards, but other parts of the world can still buy one. This regulation will likely push the brand’s inline-five further toward a low-volume halo strategy rather than mass-market viability, but its status among enthusiasts is solidified regardless.

Related: Most Reliable Audi Models That Hold Up After 5 Years

How It Works

To make solar power viable, the engineers at Aptera decided to abandon the standard automotive rulebook. The result is a futuristic three-wheeled, two-seater vehicle that looks more like an aircraft than a car. By opting for a teardrop shape, covered front wheels, and a lightweight carbon fiber composite body, the Aptera cuts through air with extreme aerodynamic efficiency. The Aptera solar car is not only aerodynamic, but also extremely light. The launch edition weighs in at around 2,200 pounds, which is a fraction of what a typical electric vehicle weighs.

The aerodynamic efficiency and light weight allow the car to require as little as 100 watt-hours of energy per mile. Being that the energy demand is so incredibly low, the solar panels integrated into the vehicle’s roof and body are highly effective. On sunny days, the vehicle generates up to 40 miles of solar-powered driving range per day. For the average American commuter, that equates to over 10,000 miles of driving every year, potentially eliminating the need to ever plug it in for daily use.

Assuming you need to charge up for a long road trip, Aptera was the first non-Tesla automaker to adopt the North American Charging Standard (NACS) port, allowing access to Tesla’s charging network. Depending on the battery configuration, the vehicle offers a traditional grid-charged range stretching from 250 miles up to an astonishing 1,000 miles on a single charge.

What The Solar Car Is Like

The driving experience is just as unique as the rest of the car. The front-wheel drive solar-powered Aptera delivers roughly 200 horsepower, pushing the lightweight three-wheeler from zero to 60 mph in under six seconds. Inside, a minimalist cabin relies primarily on a central touchscreen and camera-based digital mirrors. It also features a surprisingly long cargo trunk, capable of fitting a surfboard, a bag of golf clubs, or even a camping setup.

While the current 2026 prototype still needs some polishing, especially with reports suggesting that cabin noise and vibration are an issue, the progress made is undeniable. With target pricing ranging from $28,000 to $55,000, depending on range and options, Aptera is finally proving that a truly solar-powered car is no longer just a pipe dream, rather it is a reality about to hit American roads, courtesy of an American startup in California.

Porsche has always been obsessed with lightweight design, with the automaker stating “lightweight construction lies in Porsche’s genetic heritage.” After Porsche released its first car, the 356, in 1948, sports car enthusiasts took note of its lightweight and quick handling. Subsequently, in 1950, New York importer Max Hoffman placed the first North American order for Porsches. A few years later, in 1953, Porsche introduced its road/race 550 model. Type 550 prototypes were assembled around a lightweight spaceframe chassis covered with a shapely aluminum body, and Porsche chose a small 1.5-liter Type 502 pushrod boxer engine rather than a larger-displacement engine. Porsche placed the 550’s engine between the rear axle and passenger compartment for better weight distribution, making it one of the era’s first mid-engine racers.

These models set the stage for Porsche 910s with small 2.0-liter engines to demolish 8-liter powerplant rivals at events like the 1967 Nürburgring 1000 km (621.3 mi), and for modern examples like the agile 911 S/T with a 1,380kg DIN curb weight. Let’s take a closer look at how Porsche’s lightweight gene turned mass reduction into handling prowess on road and track to beat rivals.

Porsche’s lightweight DNA: From Sascha to modern icons

While Porsche released its first car in 1948, it had been pursuing peak performance from comparatively small engines since the 1920s. In 1922, the German automaker’s founder, Ferdinand Porsche, led Austro-Daimler in manufacturing the Sascha, a compact racer for Austrian-Bohemian Count (and factory owner) Alexander Kolowrat-Krakowsky, according to Stuttcars. This small, lightweight sports car was cutting-edge with its 1100cc water-cooled engine well back in the chassis, resulting in a 53% front and 47% rear weight distribution. When adding two occupied seats and two petrol tanks, the result was a perfect distribution, and the curb weight was just 598 kg (1318.36 lbs). The Targa Florio 1922 class victory (1.1L category) was Sascha’s most significant win over competitors like 4.5L Alfas. 

When the 356 came around in 1948, it was a steel platform, lightweight innovator weighing 585 kg (1289.7 lbs), and designers hammered the aluminum body onto a lattice-tube frame. The axles, steering, wheels, and brakes all originated from the Volkswagen Beetle, along with the 1.1-liter engine. The brand’s lightweight design ethos, still present today, had been established.

Porsche said: “During those post-war years, lightweight metals were incredibly difficult to get hold of in Austria, but not in Switzerland. In return for his [Austrian] sales permit, [Ferdinand] Porsche had to promise the government in Vienna that the vehicle being made of this precious commodity would be sold abroad – Austria needed foreign exchanges.”

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Related: Why Porsche Built This Mercedes—and Why It’s Back on Display

After the 356, Porsche’s first true steel-tube spaceframe replaced the 550’s ladder frame in 1956. The steel-tube spaceframe was stiffer and lighter, saving 16 kg (35.3 lbs). The entire body’s weight was reduced by at least 27 kg (59.5 lbs) because the new frame provided higher mounting points, allowing many of the body reinforcements to be eliminated, according to RM Sotheby’s. Porsche’s 550A Spyder would go on to win the 1956 Targa Florio, marking the brand’s first major championship victory.

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Before the 992’s controversial weight increase, the 997 GT3 (debuting in 2006) was Porsche’s last notable mass-produced ultra-light GT3, weighing just 1395 kg (3075.4 lbs). The 997 GT3’s aluminum doors and trunklid, along with a plastic rear engine cover, saved a whopping 44 lbs. This GT3’s exhaust system was also 8.5 kg (18.7 lbs) lighter than the previous version, thanks to a single-shell, weight-optimized structure with thinner walls incorporating reinforcement ribs and arched sections, which also optimized strength. The 997 GT3 was successful in motorsport competition. Most notably, a 997 GT3 RSR won its GT2 class at the 2007 Le Mans 24-hour race.

The 911 S/T’s special formula 

The 2024 911 S/T is another prime example of Porsche leveraging lightweight design to create an exceptional vehicle. Launched in 2023 and limited to 1,963 units as a 60th-anniversary tribute, this 911 traded a PDK for a close-ratio six-speed with a featherweight clutch/flywheel, stripped mass wherever possible, removed rear-axle steering, and retuned everything to feel vibrant on back roads, not just Porsche race tracks. Other key elements making this the lightest 992 include its magnesium wheels, PCC brakes, and lightweight glass. Total curb weight comes in at 1386.178 kg (3,056 lbs). In comparison, a model like the 2024 Porsche 911 Targa 4 GTS has a base curb weight of 1659.2 kg (3658 lbs).

Related: The Porsche 996 Went From Least Loved 911 to Must-Buy Bargain

Modern materials + TABASKO revolution

It’s vital to look at Porsche’s contemporary materials, along with its TABASKO revolution, when evaluating the brand’s lightweight evolution. For example, the 718 Cayman GT4 Clubsport, which debuted in 2019, introduced driver/passenger doors and a rear wing made from natural fiber composites, resulting in a 60% weight reduction compared to conventional steel components, per Assembly. The composite materials are made of a thermoset polymer matrix reinforced with organic fibers.

TABASKO pushes Porsche’s lightweight values forward with tape-based carbon-fiber construction, creating composite components optimized for strength and minimal weight (while also using post-consumer recycled materials), according to Composites World. Porsche announced TABASKO in April 2025, and one of its noticeable impacts is making Cayenne plastics full-carbon strong on a production scale.

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Porsche’s weight wars deliver real wins 

You could fill a book with information on Porsche’s lightweight emphasis and how it facilitated the brand’s greatness. Models like the S/T are especially significant for how they display this philosophy through magnesium wheels, PCC brakes, and a carbon fiber-reinforced plastic rear anti-roll bar, resulting in lower unsprung mass for faster steering and braking. There are plenty of drivers who would prefer this telepathic handling over higher power. Still, despite falling short of some comparable rivals’ power, the S/T boasts 518 hp and a 0-60 mph time of 3.5 seconds. Check out Road Ethos for more features covering your favorite brands.

Related: Porsche’s Biggest Mistakes Turned Into Its Greatest Cars

Early car aerodynamic development focused on physical observation rather than simulation. Wind tunnels were first developed for aviation during the 1870s and were used by pioneers such as the Wright Brothers. Chrysler would begin building their own wind tunnel in the late 1920s, an effort that spawned their 1934 Airflow. The Airflow was a mass-produced car that introduced aerodynamic principles to the American public through a radically new profile. Rather than the day’s boxy, upright models, resembling horse-drawn carriages, the Airflow had a bluff front end, eliminated valleys between the fenders and the body, and included a smooth sweeping contour from the windshield back to the rear end. Instead of calculating airflow like today’s simulations, designers and engineers used wind tunnels for a visual understanding of airflow. Specific tools inside wind tunnels included smoke trails, tuft testing, and clay prototypes. Taking a closer look at wind tunnels’ role in automotive design helps establish an understanding of the industry’s shift toward computerized methods, along with why wind tunnels aren’t extinct today. 

Why Wind Tunnels Became the Backbone of Automotive Aerodynamics

Early use of wind tunnels was overshadowed by styling departments, as the public prioritized features like tall grilles and ornate chrome. However, racing would reshape the automotive industry, as manufacturers realized that marginal aerodynamic gains could decide championships by the 1950s and 1960s. The 1955 Le Mans disaster further pushed race car designers toward a combination of stability and power rather than just the latter, and models like Ferrari’s 512S were meticulously sculpted with downforce and drag in mind. Wind tunnels ultimately provided precise, repeatable reproductions of real-world aerodynamic conditions in a controlled environment, enabling engineers to gather valuable data. The information sourcing was a significant advancement, but it came with trade-offs.

The Physical Ceiling: Cost, Time, and the Limits of Real-World Testing

The first wind tunnels were small-scale models, whereas full-scale models became more developed starting in the 1950s. Greg Fadler, Manager of Chrysler’s/Stellantis’ Aerodynamics Engineering and Wind Tunnel Operations, said “we test and refine the small-scale model almost until we go to production,” reflecting practical, cost-effective advantages. Full-scale model testing follows for late-stage optimization and real-world data validation, but it’s naturally more expensive. Additionally, wind tunnels may not perfectly replicate outdoor variability (crosswinds, turbulence, or rider fatigue), and they can struggle to match real-world airflow scaling, which can impact data precision. As cars evolved and development cycles grew significantly faster, something had to give.

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Supercomputers Enter the Windstream: The Rise of CFD 

Enter Computational Fluid Dynamics (CFD), the science of using computers to predict liquid and gas flow based on the governing equations of mass conservation, momentum, and energy. Unlike a wind tunnel, automotive aerodynamic CFD testing can be performed in a digital simulation. The equations governing these computations have been understood since the 1930s, but there was a shift in the late 2000s/early 2010s, where computers made it more feasible to solve them. CFD codes ultimately simulate the flow over a car through mathematical modeling and solving of a digitally broken-up version of the airflow. Formula 1 teams and the wider automotive industry have adopted CFD because an expensive design-to-prototype process can be virtually evaluated, with results generated under different boundary conditions in a shorter time.

Related: This EV Can Change Its Shape—and Hit 62 MPH in Just 2 Seconds

Why Wind Tunnels Didn’t Disappear

While CFD has been a significant innovation, it’s vital to recognize that it didn’t eliminate wind tunnels, even if some vehicles today are designed almost entirely in a virtual environment. Instead, CFD complements wind tunnel research. For example, testers can start with CFD to pre-evaluate various configurations, then limit wind tunnel testing to the most promising solutions for validation and calibration. CFD also hasn’t fully replaced wind tunnels since computer simulations still face limitations. For example, calculating the effects of rotating tires can only be performed by CFD to a certain extent, along with the tires’ deformation under the weight of the vehicle, according to Porsche. However, Porsche predicts significant advances in addressing these problems in the future, which should help its EV development. Simply put, wind tunnel testing isn’t going extinct, as its value compared to CFD is rooted in measuring real forces rather than simulations.

The Next Phase: Efficiency, AI, and Virtual Aerodynamics 

CFD represented a pivotal point in aerodynamic optimization, but the modern era has also seen a shift from top-speed aero to efficiency-first design. This transition is largely driven by EV range sensitivity to drag. Every kWh/m of energy consumption that can be lowered makes an EV less expensive. Many consumers are on the fence about transitioning to EVs due to range anxiety, so optimizing aerodynamics is increasingly important as electrification mandates are on the horizon. In turn, automakers are regularly implementing underbody smoothing, grille reduction, and active aero, highlighting the prioritization of efficiency over top speed in aerodynamics. CFD has already increased the speed at which automakers can implement aerodynamic iterations, and AI is accelerating this pace by reducing time-consuming hurdles such as painstaking manual coding and debugging. The future isn’t CFD versus wind tunnels. Instead, it’s a combination of AI-driven simulation and physical validation.

Related: GM Is Developing Active Aero to Make Corvettes Easier to Drift

The muscle car’s first golden era peaked in the mid-1960s through the early 1970s, and while these vehicles far from disappeared afterward, they were absorbed into new platforms under regulatory and practical pressure. The 1970s oil crisis is considered by many to be the primary factor driving this transition, but new emissions and safety regulations also played a role. A sedan’s longer four-door silhouette could more readily accommodate the average-sized family while offering higher levels of average comfort, fuel economy, and practical cargo room. These upsides may not appeal to enthusiasts who favor design purity, but the four sedans below were true muscle-car descendants in more ways than one.

Cadillac CTS-V turned executive luxury into a track-ready contradiction

The CTS-V was Cadillac’s most significant confrontation with European performance sedans, including, but not limited to, BMW’s M5 and Audi’s RS 6. One of the CTS-V’s most fascinating aspects is its Corvette-derived V8 engineering. The CTS-V’s earliest 2004 and 2005 models featured the C5 Corvette Z06’s Gen III 5.7-liter LS6, producing 400 horsepower, 395 lb-ft of torque, and a 0-60 mph time of about 4.6 seconds. This engine was the largest of any sport sedan rival at the time. Ken Morris, General Motors’ (GM) senior vice president of product programs, said: “We established the formula for the V-Series with the 2004 CTS-V. Start with a great base model, then add power, and more track capability.”

Related: This Is How The C8 Corvette Redefined American Sports Cars

Before Cadillac released its CTS-V, the base 2003 CTS’ track-honed engineering laid the groundwork for the CTS-V, with the car running as many as 600 laps at the Nürburgring. In 2006, the CTS-V upped the ante with a 6.0-liter LS2 from the then-new C6 Corvette. Despite power output mirroring the previous engine, the 2006 CTV now provided smoother delivery, a broader torque curve, and improved refinement. The CTS-V’s contrast of a posh sedan appearance with exceptional performance was Cadillac embracing muscle logic within a luxury shell.

Dodge Charger kept muscle philosophy alive by refusing to evolve quietly

The Dodge Charger’s 2006 reintroduction as a four-door sedan kept muscle car ideology alive in the 21st century with traits including, but not limited to, broad design escalation, dual identity roles, and straight-line dominance. Despite its relatively calm exterior that you could imagine seeing during a typical morning commute, the Charger’s return after a 20-year nameplate hiatus delivered powerful engines and bold engineering. Dodge even offered a Charger R/T with a HEMI V8 during the Charger’s 2006 return, which boasted 340 horsepower, 390 lb-ft of torque, and a 0-60 mph time of about 5.6 seconds. After the sixth-generation Charger ended in 2010, Dodge released the 2011 Charger with design characteristics like a larger, bolder grille that aligned with the retro-muscle concept. This model’s new version also included identities beyond an extreme performance sedan, with police fleets quickly embracing it. The Charger’s return showed how muscle can survive despite expanding doors.

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Chevrolet SS became the quietest expression of American V8 loyalty

The SS (2014-2017) was Chevrolet’s first rear-wheel drive V8 sedan since the 1996 Impala SS, and it was a rebadged version of the Holden Commodore’s VF Series, a former Australian GM subsidiary. Chevrolet geared the SS toward drivers looking for more practical rear-wheel drive performance than its Camaro Coupe, and GM released it at a $45,000 sticker price. Buyers received robust performance from the 6.2-liter LS3 V8, which produced 415 horsepower, 415 lb-ft of torque, and a 4.5-second 0-60 mph time. The VF platform contained a stiffer, but lighter chassis that optimized agility, and 2015 models enhanced their muscle DNA with Brembo brakes. While this Chevrolet started with a six-speed automatic, it added a six-speed manual for 2015, making it the last mainstream V8 manual sedan in the United States. The SS’ low sales volume as a rebadged niche model has made it a sleeper since its debut, but it’s ultimately the muscle-car evolution’s hidden sedan chapter.

Pontiac G8 GXP marked the final old-school combustion-era American performance sedan 

The Pontiac G8 GXP represents the final expression of Pontiac’s performance identity before the brand dissolved. Its Holden-based architecture was shared with the SS, but the G8 GXP differed, being based on the VE Commodore, specifically the GM Zeta platform. Pontiac sold its 2009 G8 GXP, the model’s last production year after its 2008 premiere, for a starting price of $37,610 (roughly $58,464 when adjusted for inflation). The G8 GXP utilized the C6 Corvette’s 6.2-liter LS3 naturally-aspirated V8, matching the Chevrolet SS’ power that would arrive for the 2014 production year at 415 horsepower, 415 lb-ft of torque, and a 4.5-second 0-60 mph time. The key differentiator between the G8 GXP and the SS is that this Pontiac was less refined and more raw muscle than its SS counterpart, with elements like fixed performance dampers, bolder styling, and more neutral handling.

The muscle-car afterlife ended when the V8 stopped defining the performance sedan

The four cars listed above were sequential sedan stages of combustion-era muscle afterlife. Cadillac’s CTS-V is best known for peak refinement, while Dodge’s revival of its Charger differed with brute continuity. The Chevrolet SS’ understated styling and low sales numbers make it more of a muscle sleeper, and the GXP marks the last chapter of Pontiac’s performance era. Given the major hurdles posed by regulatory, market, and platform shifts, these models’ muscle interpretations deserve more credit than they often receive.

Related: Was The Pontiac Aztek Ahead Of Its Time?

The 2026 Volvo XC60’s clean Scandinavian design can make choosing between its three mild-hybrid trims seem simple on paper, but its value spread is a bit more nuanced than you may imagine. As you proceed through the XC60’s mild-hybrid lineup, pricing and features diverge in meaningful ways, and knowing where these separations occur helps you avoid buyer’s remorse. Instead of guessing which 2026 XC60 trim has the best value, we’ll be evaluating each variant’s price, features, and in-cabin amenities to supply you with more shopping perspective. Learn more about 2026 Volvo XC60 mild hybrid trim value tensions and  buyer profiles with the rest of our guide below.

Core – $51,095 

Volvo’s overarching design strategy is prioritizing essential luxury over stripped-down economy, and that philosophy is especially evident in the XC60 Core. You receive all of the exterior features you’d get with upper trims on the Core, including a high-gloss black front grille with black inserts, high-gloss black side window trim, glossy black roof rails, and tinted rear windows. Core buyers also balance luxury with minimalism on the exterior by sharing the upper trims’ use of a panoramic roof, creating a more open cabin feel. The primary exterior difference between other trims is the Core’s smaller 18-inch glossy black diamond-cut wheels, although you can upgrade to a 19-inch set if preferred. Sacrifices with the Core are more evident in the interior. More specifically, the Core’s interior opts for mid-level, less comprehensive illumination; there’s no tailoring for the dashboard; and the upholstery is synthetic leather rather than Nappa leather. Still, the Core doesn’t cut excess corners regarding cabin luxury, with standard features like natural driftwood decor adding personality. 

Related: Volvo Turns the EX30 Into a Work Van

Performance and safety are identical across all three mild-hybrid XC60 trims, but tech is another story. Selecting the Core means missing out on an air-ventilated subwoofer, a branded sound system, and a built-in HomeLink controlling external home appliances like a garage door. Still, display sizes are consistent across the lineup at 11.2 inches for the touchscreen and 12.3 inches for the driver display. Volvo’s Core XC60 ultimately does a quality job avoiding the most common pitfall of base trims: too many sacrifices, not enough standard value.

Plus – $55,695 

Some shoppers get ahead of themselves by quickly assuming a mid-tier option is the best buy within a simplified lineup like the XC60’s, but it’s safer to analyze each trim more cautiously. A set of larger 19-inch glossy black diamond-cut wheels is standard on the XC60 Plus, with 20-inch glossy black diamond-cut wheels being optional. The Plus trim’s interior design shares many similarities with the Core’s cabin, including an optional charcoal headliner and standard driftwood decor. However, the primary interior difference is the Plus’s use of more comprehensive high-level interior illumination (not limited to practical areas), and an air purifier with remote cabin pre-cleaning via smartphone. Beyond remote cabin cleaning, the Plus adds multiple meaningful standard tech upgrades while unlocking some desirable add-ons. A 360-degree camera, park assist for the front, sides, and rear (rather than just the front/rear), and pilot assist are all standard. Of these features, the 360-degree camera and park assist functions are likely most useful day-to-day, but pilot assist combines adaptive cruise control with lane-centering steering to maintain speed, distance, and lane position. Moving up to the Plus additionally unlocks an available branded Harman Kardon sound system with four more speakers than the Core’s 10, and an optional air-ventilated subwoofer. The Plus strikes an ideal balance of efficiency and spending, whereas luxury peaks in the Ultra, but has less consistent value.

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Ultra – $61,045 

The Ultra adds a solid amount to justify its price, but these changes can lead to diminishing returns. In other words, this trim has the highest emotional appeal, but its everyday usability gains aren’t proportional to its nice-haves. A set of 20-inch black diamond-cut wheels is standard, with the 21-inch set being available, and one of the cabin’s most noteworthy perks is its Nappa leather upholstery with ventilated/massaging front seats. The Ultra’s tailored dashboard with contrasting seams provide an elegant touch, but skipping it likely won’t cause buyer’s remorse, especially since a tailored sport steering wheel is already standard on all trims. Beyond Nappa leather upholstery, the Ultra’s comfort shines via features like four-way power lumbar support, additional thigh support, and front power side bolsters. However, active air suspension enhancing comfort is optional, along with the XC60’s premier 15-speaker Bowers and Wilkins sound system. Besides adding a head-up display and an air-ventilated subwoofer, the Ultra’s standard driver-assist tech mirrors that of less expensive trims. Volvo is positioning the Ultra as an aspiration anchor rather than a volume seller, so its pros and cons aren’t too surprising. Consider the Ultra if you prefer leasing or are a comfort-first luxury shopper.

Final thoughts

The XC60’s mild-hybrid lineup is streamlined, but the Plus’ value gap between Core and Ultra trims is more sizable. The Plus delivers most of the XC60’s premium experience while remaining well under $60,000, and even if the entry-level trim isn’t bare bones, the Plus’ additions show exactly why the Core is the base option, especially regarding driver-assist upgrades. Be sure to test-drive the 2026 Volvo XC60 before making a purchase, and check out Road Ethos for more car buying guides.

Related: These Are the Most Reliable Luxury SUVs You Can Buy Right Now

The 1970s marked the three-box sedan era’s peak, but the decade’s pressures were pushing automakers toward an aerodynamic shift. Factors like the 1970s fuel crisis and increased highway speeds prompted engineers to rethink efficiency. A more noticeable visual change didn’t arrive until the 1980s, when wind tunnel work began expanding from niche motorsport and luxury applications into mass-market production. Aerodynamic drag subsequently became an increasingly crucial engineering consideration, gradually reshaping mainstream sedan designs. This transition is especially evident with the four cars below.

Related: 1960s And Beyond: The Dodge Charger Remains A Cultural Icon

Citroën CX (1974–1991): The futuristic fastback that broke convention

The Citroën CX is one of the earliest large sedans designed around aerodynamics. Citroën’s CX replaced the aging DS and was the company’s last car designed completely in-house, as Peugeot’s purchase of the brand would occur soon after the model’s debut. The CX’s flowing lines and Kamm tail slicing the car’s back off abruptly were wind tunnel tested before the practice became more standard. Covers were added to the rear wheels to help manage airflow, and the rear hatch glass was concave. Petrolicious notes that CX’s aerodynamics allowed water to be swept clear without the use of a rear wiper, and its Cd (coefficient of drag) was almost half of the period’s typical American cars at 0.36, according to Autozine. American vehicles commonly had a Cd in the 0.45-0.50 range. The Citroën CX’s cutting-edge design would win the European auto journalists’ Car Of The Year Award in 1975.

Audi 100 C3 (1982–1991): The mainstream aerodynamic breakthrough 

The Audi 100 C3 turned heads by recording the lowest Cd ever for a production sedan at 0.30 for its smoothest base model. This Audi’s angular nose confidently sliced through wind resistance, and it pioneered the use of flush-fitting glass as a mass-market aerodynamic solution. The 100 C3’s flush-fitting side windows featured glass sitting almost perfectly flat with the surrounding bodywork, reducing turbulence and creating clean aesthetics. Audi also implemented a large underflow cover reducing turbulent drag and lift while quieting the ride. The German automaker has continued making headway in aerodynamics, achieving a 0.21 Cd with its 2024 A6 Sportback e-tron.

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Mercedes-Benz W124 (1984–1995): Conservative shape, serious aero science 

The Mercedes-Benz W124 is a prime example of how aerodynamic progress didn’t always require extreme styling. Extensive wind-tunnel refinement led to this Mercedes-Benz being celebrated for its 1984 debut with a 0.29 Cd. Elements like smooth surfaces, an inward-drawn rear end, and a clear spoiler lip on the trunk lid were at the heart of its aerodynamic design. Later models even achieved a 0.26 Cd, and fuel efficiency noticeably improved over the previous W123 series. The 500E W 124 (1991 to 1995) would feature a wider body needing to accommodate a V8 engine, so since it didn’t fit down the regular W 124 assembly line, Porsche re-engineered the chassis and assembled it by hand. Despite retaining a boxy profile, the W124 had aerodynamics like a modern car.

Honda Accord (late 1980s-early 1990s aero-focused generations): efficiency goes mainstream

Honda’s Accord brought aerodynamic design into affordable mass-market sedans. While aerodynamic design became increasingly familiar every day during the late 1980s and early 1990s via the Accord, Honda had already applied an aerodynamic philosophy to the model from its debut. When the Accord was first released in 1976, Honda said, “Several factors contributed to lower noise levels in addition to aerodynamic design. New V-type engine mounts aided in reducing engine noise, while wind sounds have been cut sharply as a result of a new driprail design and new, U-shaped rubber moldings on the doors.”

The third-generation Honda Accord premiered in 1986 and refined the nameplate’s aerodynamics through design choices such as a low, sleek exterior with retractable headlights, a sharp, sloping nose, and flush-mounted windows that Audi helped pioneer at scale. This generation also minimized drag through a low beltline, hidden windshield wipers, and integrated bumpers. Starting in 1990, the fourth-generation Accord upped the ante with a distinctive Aero-Wedge body blending the classic wedge’s crisp lines with the demands of the time’s aerodynamic efficiency. To better manage airflow under the car, designers adopted several aerodynamic ground-effect devices found on 1990s racing cars. For example, the wraparound front air dam minimized drag and front-end lift. The fourth-generation Accord also featured a smooth underside to the trunk floor, along with a high rear deck and an integrated rear deck spoiler.

Final thoughts

The collective shift from boxy utility-driven design to prioritizing aerodynamic efficiency didn’t happen overnight. Despite pressures like the 1970s oil crisis reshaping consumer demands, models like the Citroën CX in its early days more closely resembled isolated experiments than mainstream design. Aerodynamic-first manufacturing didn’t become the norm in America until the 1980s and early 1990s, through models like the third- and fourth-generation Accord, and Europe/Japan largely beat the U.S. to the punch. Now, aerodynamic thinking is foundational rather than optional, and the four models above are pillars of that foundation.

Related: The Most Reliable Ford Engine Might Not Be What You Expect

The 2026 Lexus ES has made a splash as the first ES model with an exclusively electrified lineup of hybrids and BEVs (battery electric vehicles). There are technically four ES hybrid configurations, but only two true trims with the ES 350h Premium and Premium+, both of which are available in front-wheel drive (FWD) or all-wheel drive (AWD). Explore a detailed look at the 2026 ES specs and cabin highlights, including efficiency, transmission, driver aids, and comfort features, below, to streamline your buying decision.

ES 350h Premium – ($50,995 starting MSRP) vs. ES 350h Premium+ – ($55,795 starting MSRP) 

It’s essential to note that the ES 350h Premium and Premium+ trims share identical powertrains, so you won’t have to worry about sacrificing horsepower or torque with the less-expensive Premium. The 350h’s powertrain delivers 244 net combined horsepower and 175 lb-ft of torque. However, opting for the AWD Premium gives you a 7.1-second 0-60 mph time that’s 0.2-second better than its FWD counterpart. Outside of that, the real comparison is between the Premium and Premium+, and opting for the more expensive Premium+ primarily pays off with tech. Driver-assist capabilities in the Premium+ are noticeably better, adding a panoramic view monitor, advanced automatic parking, and traffic jam assist with hands-free steering, braking, and acceleration. The Premium+ complements these driver-assist systems with a head-up display and digital rearview mirror for increased environmental awareness. While Lexus limiting some of these features to the Premium+ doesn’t come as a surprise, some may be disappointed that the base 350h Premium doesn’t offer digital key compatibility. The entry-level Premium’s 10-speaker sound system also pales in comparison to the Premium+’s 17-speaker Mark Levinson audio setup. 

Related: I Drove the 2026 Toyota Prius and the 2026 Lexus UX. Which One is Better?

Now that we’ve covered what the 350h Premium lacks compared to the Premium+, let’s take a closer look at the key features it does offer. The Premium’s factory 19-inch Gray Metallic finish alloy wheels help establish the ES’s luxury persona, along with auto-folding heated side mirrors. Other exterior features, such as a power trunk, moonroof, and rain-sensing wipers, enhance convenience. Inside, 10-way power-heated/ventilated front seats feel far from bare-bones, and luxury essentials like large displays (a 12.3-inch driver display and a 14-inch touchscreen) are included. Besides the Premium+’s advanced driver-assist additions mentioned above, safety is equivalent between the Premium and Premium+. However, your desire (or lack of) for more capable driver-assist features is also the core area influencing your choice. In other words, the Premium doesn’t compromise driver-assist features excessively, but the Premium+ makes noteworthy strides.

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ES 350e Premium vs. ES 350e Luxury – ($48,795 starting MSRP) / ($57,195 starting MSRP) 

The 2026 Lexus ES 350e Premium and ES 350e Luxury both feature FWD, identical power (221 horsepower, 198.1 lb-ft of torque), and the same 307-mile range. However, their differences are more nuanced than the hybrid ES line. For example, the ES 350e Premium and 350e Luxury each have LED headlights, but the 350e Luxury’s offer static auto-leveling, reducing glare for other drivers, complemented by cornering lamps. You can also equip the ES 350e Luxury’s power trunk with a kick sensor. There’s a clear divide between these two grades regarding interior opulence, as the 350e Luxury distinguishes its cabin with bamboo-layered door trim, 14-way power front seats rather than 10-way, and semi-aniline leather instead of synthetic leather. Comfort is further elevated in the ES 350e Luxury via a driver’s seat power cushion extender. Despite some desirable features, such as heated/ventilated rear outboard seats and dual wireless phone chargers, being optional in the ES 350e Luxury, this trim’s standard interior offerings don’t cut corners. On the other hand, the ES 350e aligns with the 350h Premium trim, besides being fully electric, so if you’re looking to maximize savings on a new luxury BEV, the ES 350e Premium is the smarter choice.

ES 500e Premium / ES 500e Luxury – ($51,795 starting MSRP / $60,195 starting MSRP)

Moving up into ES 500e territory makes AWD standard and substantially increases horsepower to 338, resulting in a 5.1-second 0-60 mph time. While these are two significant performance upgrades, the differences between the 500e Premium and 500e Luxury align with the ones you’d see between the 350e Premium and 350e Luxury. Additionally, opting for more power and AWD makes a noticeable dent in range, with drivers getting up to 276 miles per charge.

Final thoughts 

The Lexus ES 350e Premium stands out as the best buy among all 2026 ES options with its competitive 307-mile range, premium essentials like a large 14-inch touchscreen, and power that’s sufficient for daily needs, despite falling short of the 500e. As electrification expands, plenty of shoppers considering electrified luxury sedans prefer value over excess, and the 350e expertly executes this mindset. Be sure to test drive the 2026 Lexus ES 350e before making a purchase, and check out Road Ethos for more car buying guides.

Related: Lucid Air vs. Mercedes EQS: Range vs. Comfort Showdown

When people think of Japan’s turbo era, the golden period of which occurred roughly from the mid-1980s to the early 2000s, they might picture pop culture symbols like Mid Night Club. However, Japan’s golden turbo era is primarily rooted in groups solving packaging, reliability, emissions, and performance problems through iteration. For example, companies like Honda led early turbo experiments in Formula 1 by narrowing bores from 90mm to 79mm to accommodate turbo packaging on a 1.5-liter V6. After early reliability issues, Honda also facilitated the 1988 RA168E in Formula 1, a 1.5-liter, 650-horsepower V6 turbo that broke winning records. Turbo technology also allowed smaller engines to operate like larger ones, reducing emissions and mitigating turbo lag. While models like the Nissan Skyline GT-R (R32-R34) captured the public’s attention, certain engineers working in the background often escape recognition.

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Kenichi Yamamoto made Mazda’s rotary turbo viable 

Acknowledging key unsung engineers behind Japan’s turbo revolution starts with understanding the movement’s genesis. Kenichi Yamamoto was an early example of Japan’s systematic approach to high-risk engine innovation, which is still evident today. In the late 1940s, Yamamoto began working for Toyo Kogyo, Mazda’s parent company at the time, assembling transmissions and differentials for three-wheeled trucks. After locating blueprints for the parts he was making, Yamamoto evaluated components’ quality control tolerances, earning him a promotion. His later work on the rotary engine is what cemented his legacy at Mazda. 

Related: The 4 Cars That Funded Enzo Ferrari’s Racing Dreams

Starting in 1963, Yamamoto assembled a 47-person team of designers and engineers for Toyo Kogyo’s Rotary Engine Research Division. This program aimed to address engineering constraints that would become central to turbo development, including thermal efficiency, emissions compliance, stress durability, and small-engine packaging constraints. In 1967, Mazda released its first production rotary-powered model, the Mazda Cosmo Sport 110S. The model’s two-rotor engine led to American aircraft company Curtiss-Wright importing an example into the U.S. to study its drivetrain for possible aerospace applications, according to MotorTrend. The model’s breakthroughs included a maximum power of 108 hp, a top speed of 114 km/h, a quarter-mile time of 16.3 seconds, complemented by low, flowing styling. This case study helped establish Japan’s automotive engineering model of radical concepts, institutional backing, iterative refinement, and production credibility, a framework that would underpin the turbo revolution.

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Nobuhiko Kawamoto helped Honda make turbo power race-ready 

Nobuhiko Kawamoto joined Honda’s Formula 1 team as a design engineer in 1963, remained until the brand withdrew from the project in 1968, and eventually Honda’s head of R&D by the late 1970s. Kawamoto was a driving force in overseeing a (non-turbo) V6 engine’s development for Formula 2, which debuted in 1980 and secured the European title in 1981). He later managed Honda’s introduction of a turbocharged 1.5-liter V6 into Formula 1 as a test program during 1983. Spirit, a smaller Formula 1 team, initially ran the turbocharged V6 engine, but after it failed to score, Williams became the primary team using the program during the 1983 season. Williams’ Keke Rosberg would land a solid fifth place at the South Africa Grand Prix.  

Despite the reliability issues of Honda’s turbo engine during its first full season, Rosberg took first in Dallas in 1984, where many cars retired due to 104-degree heat. The V6’s competitiveness matched top-tier TAG and Ferrari engines by 1985, resulting in four wins. In 1988, Honda’s RA168E turbo engine was installed in McLaren’s MP4-4, believed by many to be the best Formula 1 car of all time, with a 93.75% win rate. Kawamoto later became Honda’s CEO in 1990.

Nissan and Electramotive: When Turbo Engineering Became Scalable 

Unlike Honda’s mission to build a turbo engine capable of delivering peak single-lap performance, Nissan’s IMSA GTP program focused on developing turbo tech that could sustain high-load operation over long distances through thermal management. Nissan entered IMSA GTP as a factory-backed prototype program in North America during the mid-1980s, and Electramotive was its execution partner, tasked with integrating its powerful V6 turbo into the 300ZX-based IMSA GTP prototype. 

Early reliability issues were considered development input rather than setbacks, and each run would communicate progress in areas such as cooling, boost control, and component stress, emphasizing repetition. Besides eventually winning races, Nissan’s partnership with Electramotive showed that durable turbo technology could be replicated in and beyond motorsport environments rather than just be experimental.

Final thoughts

Japan is primarily associated with the turbo revolution because its culture rewarded iteration rather than just invention. The world’s first rotary engine prototype was developed in Germany, but Kenichi Yamamoto made the tech viable by addressing some key engineering constraints that would become central to turbo evolution with his 47-person team. In comparison, Honda’s success with its turbo V6 across Formula 2 and Formula 1 showed how continual refinement could generate peak motorsport results, while Nissan’s Electramotive collaboration industrialized performance at scale.

Related: Subaru Is Turning the BRZ Into an AWD Rally Car

The 2026 Toyota Prius personifies reinvention success, as its style has caught up to its hallmark efficiency. This compact hybrid’s latest fifth-generation features a sportier look than previous iterations, with cleaner lines, a coupe-like profile, hidden rear door handles, and more. The Prius is no longer the market’s default “cheap” hybrid, and while its standard (non-PHEV) lineup isn’t especially bloated at four trims, making sense of your options comes down to a handful of key considerations. Only one trim delivers the best balance of efficiency, features, and real-world usability, and the 2026 Prius’ relatively modest price creep can blur these lines. Below is a breakdown of the 2026 Prius’ four standard hybrid trims, focusing on interior perks, tech features, and everyday amenities to help narrow your buying decision.

Prius LE – $28,550 

The entry-level LE makes the Prius’ efficiency and refreshed looks cost-accessible with a starting price below $30,000. Like all 2026 Prius trims, the LE is available in front-wheel drive (FWD) and all-wheel drive (AWD), with AWD reducing combined mileage from 57 MPG to 54 MPG. Power is also the same across the board at 196-198 total horsepower and 139 lb-ft of torque. Some might expect the Prius’ base grade to cost even less, but Toyota adds a solid number of premium features to justify its price. Front and rear LED lighting, automatic high-beams, and heated/folding power side mirrors help the exterior avoid being too bare bones, while features like active grille shutters optimize efficiency. The LE’s most significant exterior drawbacks are its wheel covers (which aren’t uncommon on base trims) and its lack of a fixed glass roof, which provides a more open cabin feel. Additionally, those who prefer sportier exterior elements are better off with the Nightshade trim, which we’ll cover below. 

Related: Toyota Prius vs. Toyota Prius PHEV: 3 Key Differences

Inside, drivers will likely be happy to receive wireless Apple CarPlay and Android Auto, even if it’s paired with a smaller 8-inch touchscreen. What’s harder to sacrifice with the LE are heated/power-adjustable front seats and wireless charging, and a less crucial, but still noteworthy missing feature, is rain-sensing wipers. If you can forfeit some comfort, the 2026 Prius LE has enough going right for it that it’s worth considering.

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Prius XLE – $31,995 (120)

While the XLE has a price jump of over $3,000 from the LE, it clearly defines its value proposition. Those prioritizing efficiency should know that the XLE offers slightly lower gas mileage than its LE counterpart at 52 combined MPG and 49 combined in AWD. This difference is tied to the XLE’s larger 19-inch wheels and bigger tires. Still, the XLE’s pros significantly outweigh its slight mileage drop. This trim’s interior feels far better equipped than the LE, with standard heated and synthetic leather-trimmed front seats, an 8-way power-adjustable driver’s seat with power lumbar support, and wireless charging. An auto-dimming rearview mirror, a heated steering wheel, and rain-sensing wipers further elevate comfort and convenience. Regarding safety, the XLE’s only real leap from the LE is a meaningful one: front/rear parking assist with automatic braking is standard. A fixed glass roof, digital key compatibility, and a larger 12.3-inch touchscreen are available, but you won’t receive them as options within the entry-level trim. With its most notable drawbacks being a slim mileage decline, the XLE more than justifies its sticker price.

Prius Nightshade Edition – $32,800 

It’s helpful to think of the Prius Nightshade edition as an XLE with sportier, blacked-out styling. You’ll receive the same mileage as the XLE, and a fixed glass roof, digital key, and 12.3-in. Toyota Audio Multimedia are still optional. However, the Prius Nightshade’s exterior distinguishes itself with blackout badging, black bumper trim, and black door handles, complemented by black finish 19-inch alloy wheels. Toyota carries this philosophy into the cabin by adding carbon-fiber trim to the dashboard, black synthetic leather seats with gray stitching, and black door sills. The Prius Nightshade is for drivers who are drawn to the XLE but prefer more athletic form.

Prius Limited – $35,565 

As the 2026 Prius’ peak trim, the Limited has the most standard luxuries, but you could argue that many aren’t necessary. Due to its 19-inch wheels, mileage is the same as the Nightshade and XLE. The exterior establishes a more premium look with a fixed glass roof and color-keyed door handles, and the automated rear hatch increases convenience. Heated and ventilated front seats are perhaps the Limited’s most significant standard gain, along with 8-speaker JBL audio, and a 12.3-inch touchscreen. Still, most can live without its memory driver’s seat with two settings, and its most premier features, such as heated rear seats, a 360-degree panoramic view monitor, and automated parking assistant are optional. The Limited is ideal for the efficiency-focused driver with a flexible budget enough budget to fully optimize the Prius.

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Final thoughts

The XLE stands out as the best 2026 Prius trim for most buyers, with its interior boasting excellent value without creeping into Nightshade or Limited price territory. This grade’s leather-trimmed heated front seats, 8-way power-adjustable driver’s seat with power lumbar support, and heated steering wheel are essential daily comfort features not present in the LE. The XLE also doesn’t cut corners with tech, as front/rear parking assist with automatic braking, wireless phone charging, and rain-sensing wipers are all standard. One of the most common pitfalls automakers make with certain trims is overshadowing standard upgrades with options, causing excessive price increase, but the XLE’s standard features form a near-bulletproof value proposition. Be sure to test-drive the 2026 Prius before making a purchase, and check out Road Ethos for more car-buying guides.

Compact crossover SUVs are America’s most popular segment, so it makes sense that Subaru wants to give Crosstrek shoppers options. To keep things focused, this breakdown keys in on pure gas Crosstrek trims, clarifying any overlap for better value analysis. Keep reading for a comparison of the 2026 Subaru Crosstrek’s five pure gas trims, prioritizing features and in-cabin amenities, to help inform your buying decision.

Crosstrek Base – $26,995

Buyers know that the Crosstrek Base saves them money, but it’s essential to recognize what’s missing. Regarding the exterior, lighting is more rudimentary, as you won’t find LED fog lights or integrated side-mirror turn signals. This trim’s side mirrors also aren’t heated, and many might have a hard time sacrificing a moonroof and roof rails. However, you still get roof cross-bar mounting points, even if they provide less cargo flexibility. Inside, you’ll have to go without heated front seats and a power driver’s seat, and though most entry-level trims have cloth upholstery, know that higher Crosstrek trims offer synthetic leather or leather-trim. Tech sacrifices are also relatively significant in the Base. Rather than an 11.6-inch central infotainment display, the Base’s touchscreen is 7 inches, and you only get four speakers.

Related: I Drove the 2025 Subaru Crosstrek Wilderness, Here’s My Honest Review

Subaru is known for offering a solid amount of standard safety features, and the Crosstrek is no different. Still, you won’t receive a distraction mitigation system, blind-spot detection with lane change assist, lane keep Assist, rear cross-traffic alert, or reverse automatic braking when selecting a Crosstrek Base. Pros of selecting the Base include receiving the same powertrain as more expensive Crosstreks (180 horsepower/178 lb-ft of torque and decent mileage at 26/33 city/highway mpg), along with standard all-wheel drive. Subaru additionally doesn’t cut corners on the Base’s factory wheels, as its 17-inch alloys with a dark gray finish are sharper than some competitors’ base options. You’re primarily forfeiting interior comfort with the Crosstrek Base, but looking at higher trims help determine whether this choice is worth its savings.

Crosstrek Premium – $27,995

With only a $1,000 price difference between the Base and Premium trims, it’s fair to wonder how close the Premium is to trim stacking. A closer look at the Crosstrek Premium’s features reveals that Subaru does plenty with this grade, namely by adding LED fog lights, an 11.6-inch Multimedia Plus System, two more speakers, and integrated side mirror turn signals. Making the Premium feel more complete requires you to select some options, such as a moonroof, heated front seats, and a power driver’s seat. Blind-Spot Detection (with Lane Change Assist, Emergency Lane Keep Assist, and Rear Cross-Traffic Alert) is also optional. While these available features increase the price, having them as options further distinguishes the Premium from the Base.

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Crosstrek Sport – $30,625

Evaluating the Crosstrek Sport requires paying special attention to the trim’s style versus substance. Despite its name, there’s not a ton of exterior flair with the Crosstrek Sport, but 18-inch dark gray finish wheels and gloss black-finish folding side mirrors add personality. A windshield wiper de-icer also becomes standard, along with heated side mirrors, but most of the Sport’s value exists within the cabin. The Sport better reflects its nameplate with cloth seats featuring yellow accents and contrast stitching. Additionally, this is the first Crosstrek trim with standard heated seats, and the interior feels more luxurious with a leather-wrapped steering wheel/shifter. For added privacy, Subaru adds a retractable, removable cargo-area cover. A moonroof is unfortunately not available, but the Sport strikes an ideal balance between style and substance regardless.

Crosstrek Limited – $32,995

The Crosstrek Limited has enough equipment to feel complete, so moving up to the Crosstrek Wilderness is more about a desire for niche capability. However, there are instances where the Limited drifts into trim-stacking territory with tech and safety. Exterior additions are mostly rooted in form rather than function, with dark gray, machine-finish aluminum alloys and dark gray folding side mirrors being style preferences. Driving definitely gets more comfortable inside with a heated steering wheel, power driver’s seat, and leather-trimmed upholstery that’s visually appealing with orange stitching. While some may be surprised to see the Limited doesn’t feature a 12.3-inch configurable fully-digital instrument cluster, this feature is exclusive to the Crosstrek’s two hybrid trims. The Crosstrek Limited’s two primary downsides are its moonroof being optional and no real safety upgrades over previous trims beyond a distraction mitigation system, but its more comfortable interior will likely sway undecided shoppers.

Crosstrek Wilderness – $33,795 

Despite having the same powertrain as other Crosstrek gas trims, the Wilderness boasts niche capability in more ways than one. Towing jumps from 1,500 lbs to 3,500 lbs, ground clearance increases from 8.7 inches to 9.3 inches, and Subaru trades all-season factory tires for all-terrain tires. Drivers gain more cargo flexibility with raised roof rails that also look sleek with a black finish/anodized copper accents, and the hexagonal-style LED lights better fit the front fascia. Durability is central to the Crosstrek Wilderness’ persona, so its choice of synthetic leather upholstery makes sense, but features like a leather-wrapped shifter and a leather-wrapped/heated steering wheel simultaneously offer luxury. While a moonroof is optional, competing rugged compact SUVs such as the 2026 Nissan Rogue Rock Creek don’t offer a sunroof at all. Ultimately, if towing and increased ground clearance are priorities, the Wilderness should remain a top consideration.

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Final thoughts 

Hybrid Crosstrek trims largely align with upper Crosstrek trims, primarily differentiating themselves with increased power and mileage via 194 horsepower, 199 lb-ft of torque, and 36 city/highway mpg. With only two hybrid trims in the Crosstrek lineup compared to five pure-gas variants, most hard decision-making falls to the gas lineup. The Sport stands out as the best pure gas Crosstrek trim, as it’s the lineup’s first grade that feels truly distinct while offering the most ideal balance of form and function. You won’t have to sacrifice daily driving necessities like heated front seats, cloth seats with yellow accents and contrast stitching add flair, and even if you don’t select options, the Sport doesn’t feel like trim stacking. Be sure to test drive the 2026 Subaru Crosstrek Sport before making a purchase, and check out Road Ethos for more car-buying guides.

Related: 2026 Subaru Trailseeker vs. bZ Woodland: Which Makes the Best of an Identical Platform?

1989: The NA-Generation Mazda Miata Debuts

In the mid-80s, Mazda was feeling nostalgic for the British roadsters of the 1960s. Those, however, were problematic cars. Mazda believed it could do the roadster better, and set out to commission two prototypes from Japanese and American design teams. The front-drive American-led prototype won out. Without it, we’d be looking at a mid-engine Toyota MR2 alternative, not the Miata we know today.

The original Miata, designed by Tom Matano, features a 116-hp 1.6-liter engine with a manual (or automatic) transmission powering the rear wheels. It was as basic as roadsters got, with luxuries like power windows reserved strictly for the options lists. Almost immediately, the MX-5 Miata garnered a cult following for its light, back-to-basics approach and affordable price point. Even adjusted for inflation, the NA-generation Miata’s price has stayed around $30,000 in today’s dollars. A few special editions along the way added more interesting colors and options, but one thing remained a constant: everyone loved driving the Miata.

1999: Mazda’s NB Miata Does It Again

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At some point in the first Miata’s life cycle, someone at Mazda decided it might also be a good idea to have a Miata that wasn’t miserable to drive on the highway or felt cheap to sit in. Enter: the NB. 1999’s Miata debuted with a new interior and bodywork to match, all of which moved just a bit more upscale while still seeking to keep to the roadster’s affordable roots. NB MX-5s also got something Mazda has been unable to resist adding over the years: more power.

A refined 1.8-liter engine brought output to 140 horsepower, while a six-speed remained the most desirable option amongst its 5-speed and automatic counterpats. Once again, the Miata got a few special editions, like the pictured 10th Anniversary model in blue above. More critically, though, Mazda also made a low-volume coupe model for Japan in addition to introducing turbocharging to the lineup for the first and only time.

The Mazdaspeed Miata is perhaps the most desirable and collectable Miata as a result. The 1.8 gained a turbocharger, with a resulting bump to 178 horsepower. A new torque-sensing limited-slip differential, 17-inch Racing Hart wheels, and stiffer, lower suspension made the Mazdaspeed the most aggressive Miata yet.

2006: Mazda Goes To The Club

The NC Miata did something different. When producing its RX-7 successor, the RX-8, Mazda simply couldn’t afford two dedicated sports car platforms. So, the Miata caved to modern demands, adding a little weight and a little extra size to the decades-old formula to help the Miata share a platform with the RX-8. The brand’s four-cylinder grew to two liters, with a full 170 horsepower, to boot. For the first time, Mazda also introduced a power-retractable hardtop to the lineup, adding yet more livability to the Miata’s ethos. It added about 100 pounds over soft top models, but gains in interior comfort made it worth the extra mass.

Perhaps to compensate, Mazda introduced the Miata Club in 2013. The sportiest NC-generation take on the Miata, the model added 17-inch wheels, rocker-panel stripes, black headlight trim, and three-leaf-clover fender badges. That’s just the aesthetic nonsense. The real impact was in teh powertrain, with a six-speed over a five-speed manual, a limited-slip diff, front shock-tower brace, and Bilstein dampers.

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2016: The Miata Gets Modern

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Today’s Miata was viewed as a sort of return to form over the heavier, more compromised NC Miata. Mazda shrunk the curb weight and dimensions once again, while adding a more powerful and more efficient engine. The updated 2.0-liter inline-four made 155 horsepower, but updates have seen that number climb past 180 since a 2019 update that added other niceties, like wireless Carplay and Android Auto.

Mazda kept the Club trim, with its updated dampers and sporty intentions. Later, a Brembo/BBS/Recaro package added Brembo brakes, BBS wheels, and Recaro bucket seats to the ND-generation take on the roadster. Another hardtop model, the RF, joined the lineup in 2017. Mazda has toned back the special editions somewhat, offering just three on the ND.

A 30th Anniversary model added a Race Orange paint job, Rays wheels, and a numbered plaque. Meanwhile, Mazda’s 100th anniversary is celebrated with a special 100th Anniversary Edition, complete with Snowflake White Pearl Mica paint, a burgundy interior, and a burgundy soft top. Finally, for the model’s 35th anniversary, the Miata got new Artisan Red Metallic paint and unique wheels paired with a 300-unit limited run. Mazda still makes the ND-generation Miata today, though a replacement is on the horizon.

Compact SUV shoppers are increasingly expecting premium technology, safety, and performance without paying luxury-brand prices, and the 2026 GMC Terrain aims to check these boxes. However, its three-trim lineup has pricing gaps underscoring the importance of informed decision-making, especially between the first two grades. Moving from the Terrain Elevation to an upper trim with confidence denotes knowing that a more expensive grade delivers meaningful daily ownership benefits, rather than superfluous lifestyle and luxury features. Achieving this confidence becomes more difficult given some shoppers’ unfamiliarity with the Terrain’s 2025 redesign and the model’s new AT4 and Denali trims. The 2026 GMC Terrain’s trims include the Elevation, starting at $32,195; the AT4, starting at $41,395; and the Denali, with a $43,895 base price. The comparison below prioritizes accessing these grades’ features and in-cabin amenities to help inform your buying decision.

The Elevation trim comes loaded with the features buyers use most 

GMC’s recent redesign of the Elevation has made a stronger case for staying put with more standard equipment than in recent years. While upper trims feature standard all-wheel drive (AWD), the Terrain Elevation offers AWD as an option for those seeking more traction over front-wheel drive (FWD). The base Elevation also contains the same 1.5L Turbo 4-cylinder engine present in upper trims, so you don’t miss out on available power. Some drivers may prefer higher trims’ 8-speed automatic transmission over the Elevation’s continuously variable transmission (CVT), but upgrading to AWD gives you the 8-speed, saving you thousands while receiving the same capability. For its starting price, the Elevation’s technology leaves few gaps. An 11” digital driver display and a 15” touchscreen that provide a higher-end feel are complemented by wireless Apple CarPlay/Android Auto, and instead of excluding features like wireless phone charging and HD surround vision, GMC makes them available. 

Related: I Drove The 2026 Jeep Cherokee Hybrid: Here’s My Honest Review Of Jeep’s Comeback Compact SUV

The best way to evaluate a base trim’s comfort is to consider whether you’d realistically miss features reserved for upper trims. The Elevation features standard cloth upholstery, and while you won’t be able to equip this grade with the Denali’s perforated leather, you can upgrade to synthetic leather in three different designs. Ventilated front seats, dual-zone climate control, and a cabin humidity sensor are also available, so despite there being some comfort compromises, you can add more without fully committing to a higher trim. In contrast, safety compromises are slim. The Elevation’s standard safety suite is premium, with extensive semi-autonomous capabilities such as lane-keeping assist, blind-spot steering assist, automatic braking (reverse, intersection, front pedestrian and bicyclist, and enhanced emergency), and more. Any base trim is going to have omissions, but the GMC Terrain’s don’t materially affect everyday ownership, and numerous available options help fill in the blanks.

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The AT4’s rugged image comes at a premium strengthening the Denali’s proposition

We’ve established how moving up to the Terrain’s most rugged trim, the AT4, costs significantly more. Now let’s see whether this price increase is justified. Beyond adding standard AWD with an 8-speed automatic transmission, the AT4 delivers digital hitch guidance with hitch view during trailering, all-terrain tires, and an elevated stance with red front recovery hooks. However, this ride height increase isn’t substantial at just less than half an inch, and rugged exterior features you’d expect to be standard, like front and rear splash guards, are instead upgrades. Off-road-tuned suspension, a low-speed crawling terrain mode, and roof rails help mitigate these losses, but the exterior is likely more bare-bones than some off-road enthusiasts would prefer. 

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It seems the AT4 struggles to decide whether it wants to lean more toward rugged off-road adventuring or a more premium daily-driving SUV. The exterior’s features geared toward toughness are generally outshone by standard additions like rain-sensing wipers, heated grids in the windshield preventing wiper blades from freezing, and an automatic power liftgate. The question isn’t so much whether added equipment justifies the price increase for drivers who spend plenty of time on the pavement. Instead, it’s whether the AT4’s additions suit more frequent off-roading, and asking this question means the answer drifts more toward no, especially considering the price. In comparison, interior tech and comfort won’t be major factors, as the AT4’s standard and available features largely mirror those of the Elevation. If anything, those shopping for an upper trim are better off with a Denali, given its relatively slim price difference from the AT4. The Denali’s perforated leather seats alone make a substantial impact on the day-to-day driving feel, and notable options you’d have to spend more for in lower trims, such as front seat ventilation and lumbar control, heated rear outboard seats, and a rear camera mirror, are standard.

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The value winner sits at the bottom of the lineup

The 2026 GMC Terrain Elevation is the trim that gives you the most for your money, with its robust advanced safety suite, mechanical design, interior that doesn’t force significant compromises, and room for upgrades, allowing you to skip higher trims at far steeper prices. If you’re going to select an upper trim, the Denali will likely satisfy more drivers, as the AT4’s identity line-riding between off-roading and smooth daily drives detracts from its adventuring appeal. In comparison, Subaru’s Forester might be a better fit for those seeking a compact SUV with greater terrain adaptability. Check out Road Ethos for more car buying guides covering the compact SUV segment, including a look at the Ford Bronco Sport versus the Jeep Compass.

Related: I Drove The All-New 2026 Audi Q3: It’s A Huge Step Up

In the early 1980s America, the luxury auto market was dominated by legacy brands like Cadillac and Lincoln, and, increasingly, European companies such as Mercedes-Benz and BMW. So, where was the Japanese luxury? The answer is that it essentially didn’t exist. Instead, brands like Honda, Datsun, and Toyota catered to economy buyers with reliability, efficiency, and affordability. Japanese cars as a whole didn’t even start gaining sales momentum in the U.S. until after the 1973 global oil crisis pushed Americans toward its more fuel-efficient vehicles. This momentum hit a roadblock when financially-strained U.S. companies began turning to the government for support, and President Reagan’s administration negotiated export restraints limiting Japan’s shipments of American automobiles in 1981. These restraints undermined Japan’s strategy of growth by volume, forcing the country’s manufacturers to consider moving upmarket for higher margins. Americans were also embracing premium vehicles at an expanding rate, with models such as BMW’s 733i becoming status symbols. The luxury opportunity for Japan’s automakers was clear, but what wasn’t was whether Americans would buy in.

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The hardest part wasn’t building a luxury car, it was convincing Americans to buy one 

Acura’s 1986 launch was a major gamble that challenged established assumptions about luxury. Japan had engineering down, as a UC Davis study released in 1994 showed that American cars had far more recalls over the previous 20 years. The study covered Chrysler, Ford, and GM, as well as Honda, Nissan, and Toyota. Regarding service, Japanese cars were also cheaper to repair on average than their American and German counterparts due to their straightforward, modular designs. In comparison, German luxury cars in the 1980s, for example, featured advanced technologies facilitating peak performance and innovation, but these technologies repair costs due to complexity and parts costs. Japan’s engineering advantage didn’t necessarily carry over into the 1980s luxury segment, as premium status was more linked to perception than reliability. Acura would ultimately challenge and reshape this mindset, and it’s quite the feat given that its parent company, Honda, would begin planning its upmarket move with just three cars in its lineup: The Civic, Accord, and Prelude. 

Related: Acura vs Lexus Reliability: The Winner Isn’t Even Close

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The Legend and Integra made luxury ownership look surprisingly easy

In 1981, Honda began project HX, later released as the Acura Legend, to compete with BMW. The Legend was defined by its 24-valve fuel-injected V-6 engine, independent suspension and four-wheel disc brakes optimizing handling, smooth ride, and upscale accessories. These accessories would include a premium stereo, air conditioning, anti-lock brakes, and a plethora of power accessories. With a price tag almost twice that of the base Honda Accord at nearly $20,000, Honda recognized that its customers wouldn’t likely stretch their budgets for the Legend, and those who could afford it would gravitate toward established luxury brands. Honda responded to this dilemma by creating Acura to sell luxury vehicles, opening 60 dedicated dealerships across 18 states in 1986. These dealerships emphasized first-class customer service and a sales experience signaling that the brand wasn’t playing around. 

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Rather than risking their entire launch on a single model, Acura released the Japanese-market Quint-Integra (Integra in the U.S.) beneath the Legend. Despite its lower price, the Integra attracted attention with its fuel-injected, twin-cam, 16-valve four-cylinder engine, chassis tuning combining motorsports-derived suspension geometry with NASA-computed structural engineering, and style distinguished by athletic, refined luxury. The Legend and Integra’s one-two punch set the stage for broad appeal. The public would quickly validate the strategy of Honda’s luxury division following the two vehicles’ release. In 1986, the Legend and Integra sold 25,062 and 27,807 units in the U.S., respectively. A year later, those numbers grew to 54,713 and 54,757 units, respectively, with continued growth through 1988 and 1989.

Final thoughts: Acura’s success sparked a race to redefine Japanese luxury 

With Acura experiencing early and significant success, the luxury race was on among Japanese automakers. In 1989, Toyota and Nissan both launched their luxury divisions: Lexus and Infiniti. Backed by a $1 billion Toyota investment, Lexus released its LS 400 sedan and the ES 250 in 1989, undercutting BMW and Mercedes-Benz with more competitive pricing while mirroring Acura’s top-tier customer service. Lexus sold a whopping 63,594 units in its first full year of sales (1990), and in 1991, the brand finished first in J.D. Power and Associates’ Customer Service Index and Sales Satisfaction Index. Infiniti hit the U.S. market with its Q45 and M30, and while it had a slower start, moving 17,382 units in its first full year, Japan’s luxury footprint was expanding in America. G35 sales would subsequently accelerate Infiniti’s success in the early 2000s. The luxury segment looks very different today than it did pre-1986 because of what Acura did first. Acura didn’t just prove that Japanese brands could succeed in the U.S. luxury market. It showed how luxury cars could balance what buyers perceived as premium with reliability and less excessive pricing. Learn more about what Acura is up to nowadays, with models like its MDX Type S, and about the company’s first import into Japan, on Road Ethos.

Related: I Drove The 2026 Infiniti QX60 Sport: Here’s My Honest Review Of The Three-Row Luxury SUV That Left Me Conflicted

The mid-size, three-row Enclave is Buick’s most premium SUV, but bordering on luxury doesn’t mean shoppers aren’t looking to maximize value. When evaluating value in the near-luxury SUV segment, it’s not necessarily about which trim looks best on paper. Instead, you should approach this process by identifying trims optimizing day-to-day driving without unnecessary price inflation. A peak-grade vehicle may have certain luxury features that impress during a test drive or provide short-term satisfaction, but not using them in the long term can lead to buyer’s remorse. The 2026 Buick Enclave’s hierarchy is streamlined to three trims, but a lack of trim stacking leaves more noticeable price gaps, underscoring the importance of proper selection. An entry-level Enclave Preferred starts at $48,395, followed by the middling Sport Touring starting at $51,895, and the top-tier Avenir with a $61,995 base price. Delve into key 2026 Buick trim differences via interior amenities, connectivity, and efficiency features below, tailored to streamline your purchase decision. By the end, you’ll see that “most expensive” and “best value” aren’t always the same thing. 

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The Preferred trim starts with surprisingly few compromises

Connected technology is increasingly driving luxury, and the entry-level Preferred trim doesn’t cut corners in this area. The Preferred’s interior technology is anchored by a sprawling 30” diagonal LCD combining a driver display with an infotainment touchscreen featuring Google built-in compatibility. Buick builds on this minimalist design by making phone charging, phone projection, Apple CarPlay, and Android Auto wireless. While the peak Avenir trim contains a 16-speaker Bose sound system, the Preferred’s 12-speaker audio setup is also Bose rather than in-house. Enhanced sound-isolation technology across the entire lineup also makes each Enclave’s interior one of the quietest in its class, complemented by air-quality sensors for the premium comfort shoppers seek. 

Certain features that some drivers will want standard are optional in the Preferred, like seat memory settings and a head-up display. Still, this trim’s technology upsides far outweigh its shortcomings, especially when you consider its safety. Dissatisfaction with the lack of a head-up display is mitigated by LED reflective windshield collision alert. Other features not always present on competing base grades at this price include HD surround vision, reverse automatic braking, and intersection automatic braking. It’s saying a lot if one of the Preferred trim’s biggest interior pain points is a lack of front seat ventilation, something most drivers can sacrifice while receiving more significant perks, like a 2.5L turbo engine with 328 horsepower and 326 lb-ft of torque.

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Related: Toyota’s Most Reliable SUV May Not Be The Land Cruiser

Why the Sport Touring struggles to justify its value proposition

There’s not much of a price difference between the entry-level Enclave Preferred and the middling Sport Touring, and that’s because you’re paying for appearance rather than added equipment that materially improves ownership. That appearance is a dark-themed package that consists of gloss black for the grille, roof side rails, moldings, upper door portions, and wheels. Unlike the Preferred, the Sport Touring offers a panoramic moonroof, but it’s optional. Inside, the leatherette upholstery is perforated rather than plain leatherette. However, there are virtually no style upgrades unique to the appearance package beyond a wrapped, flat-bottom steering wheel, which isn’t enough to sway value hunters. This trim also lacks safety and performance enhancements, so unless black outside styling is a priority, you’re best off looking elsewhere.

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The Avenir is the nicest Enclave, but not the smartest buy

The Avenir has several upsides worth considering. This is the first trim in the 2026 Enclave lineup with functional standard exterior enhancements beyond the base Preferred, including automatic rain-sensing wipers, heated grids embedded in the windshield to help keep wiper blades from freezing to the glass, and a standard panoramic moonroof. You’ll also receive LED front cornering lamps for enhanced turn visibility. While Enclave Avenir features like enhanced LED headlamp and taillamp animation emit luxury, they’re more nice-haves in that they won’t meaningfully elevate your day-to-day driving experience. 

As the top-tier trim, the Avenir’s comfort is naturally enhanced with additions such as front seat ventilation, quilted and perforated leather-appointed seat trim, and front seat massagers, but outside of these touches, comfort upgrades are far from extensive. Instead, the Avenir places more emphasis on convenience through features like a head-up display, a power 60/40 split-folding third-row bench seat, and a one-touch flat-folding and sliding second-row seat, the latter two of which are still optional on lower trims. Ultimately, the Avenir’s upgrades aren’t proportional to its starting price, which is $13,600 more than the already well-equipped Preferred.

Final thoughts: Where the value sweet spot actually lands

The entry-level 2026 Enclave Preferred gives you the most for your money, with a design that feels like an upper trim without the price pain. Buick’s Enclave Avenir optimizes exterior functionality while adding some comfort perks, but the Preferred is far from bare bones in these categories, with features like an automatic power liftgate, a third-row center headrest, and front bucket seats strengthening its value proposition. In comparison, the middling Sport Touring’s style package may suit some tastes, but those on the fence are better off saving $3,500 by choosing a Preferred. Be sure to test drive any 2026 Buick Enclave trim you’re considering before making a purchase, and check out Road Ethos for car buying guides covering other mid-size SUVs like the 2027 Kia Telluride.

Related: The 2026 Buick Envista Has One Trim That Quietly Makes the Most Sense

To say the least, Mazda has its work cut out for it. The brand knows it, and there’s an incredibly tough-to-predict regulatory climate to navigate in order to make the next Miata a success. For one, Mazda will certainly need to navigate new, more stringent emissions regulations if not in America, then in Europe, where these regulations have already led to the demise of the Miata’s 2.0-liter engine. These same regulations will make an essential part of the Miata experience, its manual transmission, extremely difficult to get right, and they’ll likely also make the small car heavier. Yet Mazda has given every indication that the brand intends to push forward with a small, light, stick-shift roadster to outdo the current ND-generation car.

Synthetic Fuels Could Provide Hope

Some Mazda executives, like the brand’s European R&D head, Christian Schultze, have said previously that synthetic fuels could be a godsend for the upcoming Mazda Miata. The next-generation sports car faces a fundamental problem: hybridization is necessary for many gas engines to survive modern emissions regulations, but the concept is the enemy of the sports car experience. Synthetic gas is Occam’s Razor, the simplest, most straightforward, obvious solution. A gas engine that doesn’t burn gas lets the Miata keep its lightweight packaging intact while still delivering on a near-zero emissions output.

“The simplest way to reduce the MX-5’s emissions is to use synthetic fuels. That’s the short answer, really. If you look at the technical reality, synthetic, CO2-neutral fuel allows you to continue using the existing combustion engine without having to completely overhaul the car’s concept. For a model like the MX-5, which relies so heavily on lightweight construction, balance, and mechanical purity, that’s a very logical route,” he told AutoRAI.

Lightweight Over All: A Promise Is Made

Speaking with GoAuto, Mazda’s General Manager of Global Sales and Marketing, Manabu Osuga, has said the brand has a hard target in sight for the upcoming Miata’s curb weight. It’s a mighty ambitious one: in North America, the current ND Miata with a soft top weighs just 2,366 pounds. Osuga says the brand wants to shave yet more weight from that figure: “I can tell you that we are sticking with [the design for] a car that will be under one ton of weight … employing our ‘gram strategy’ as we did with the current series.”  The math works out to a 2,204-pound Miata. Whether that comes to pass will have to wait for the day the Miata debuts.

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Mazda Plans To Keep The Miata’s DNA

Mazda is deep into developing the next-generation Miata, and it’s taking input from all over the globe. In an interview with Motor 1, the brand’s Italian Managing Director, Roberto Pietrantonio, said the company is fortunate to have “extremely engaged customer groups that provided valuable feedback to our engineers.” Mazda likely plans to sell the ND in as many markets as possible, hinted the director: “Europe, Italy, Germany, and the UK are among the most important markets for the MX-5.” The company also collects structured data during these meetings, but one constant remains: “the desire to preserve the car’s DNA,” said Pietrantonio.

As for when the new Miata will arrive, it’s still a ways off. The brand’s current Miata is still selling strong despite a decade on sale, and there’s no reason to rush into a new model when emissions regulations could change the game at the drop of a hat. The brand appears to be working on a few powertrain options, just in case, but we shouldn’t expect the new Miata before the end of the decade.

Despite the Crown’s base trim offering drivers more essentials and nice-haves than most entry-level Toyotas, some shoppers assume it falls too far below the midsize sedan’s premium image. However, the entry-level Crown XLE quietly establishes itself as the best 2026 Crown in more ways than one. Assuming that the XLE is too bare-bones without a better understanding of its value can lead to overspending on trims like the Platinum, which flirt with true luxury pricing, or it can result in haphazardly selecting a middling trim with less value than you may imagine. In comparison, the XLE most closely aligns with the Crown’s identity that’s centered on comfort, hybrid efficiency, and style without excessive price pain. Here’s a breakdown of the 2026 Toyota Crown XLE, zeroing in on interior perks, tech integrations, and other everyday amenities to sharpen your buying choice. We’ll also be evaluating how the XLE’s strengths and weaknesses stack up against the Crown’s other three trims: Limited, Nightshade, and Platinum. 

The Crown XLE already delivers the full ownership experience without needing a single upgrade

When looking for a high-quality car design, you should prioritize the everyday experience over what looks good on paper or what’s flashiest during a test drive, and ride quality is a fundamental aspect defining daily drives. While the XLE isn’t equipped with the top-tier Platinum’s adaptive variable suspension, neither are Limited and Nightshade. Suspension for the XLE (plus the Limited and Nightshade) still provides a plush ride with standard swing-valve shock absorbers minimizing head movement while absorbing road imperfections. Additionally, the XLE has 19-inch wheels, which transmit less road harshness than larger wheels, like the Platinum’s 21-inch configuration. 

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Cabin refinement in areas like noise isolation and material perception further elevates the XLE’s comfort. Like upper Crown trims, the XLE’s interior features leather-trimmed seats, complemented by ventilated 8-way power front seats, heated rear seats, and a leather-trimmed shift knob. Toyota also equips the XLE with acoustic noise-reducing glass for the windshield and driver- and front-passenger-side windows. Some drivers who regularly travel extended distances may consider a pricier Crown trim, thinking that more money equals greater comfort, but these standard features mean the entry-level XLE maximizes comfort on short and long trips alike. Beyond comfort, the XLE’s interior feels intentionally upscale. Dual 12.3-inch digital displays make the XLE’s dash feel cohesive and cutting-edge. At the same time, features like wireless Apple CarPlay/Android Auto and wireless phone charging are also standard XLE items you can check off your wish list.

Related: 2026 Honda Accord Vs. Toyota Camry Price: Which Sedan Is The Better Buy?

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Higher trims mainly refine appearance and comfort details, not the actual ownership experience

Higher trims don’t fundamentally change how the Crown feels day-to-day for the most part. Regarding comfort, you’d think the Crown Platinum trim would better distinguish itself from the XLE, but this peak grade (along with the Limited and Nightshade) offers essentially the same cabin luxury. A panoramic sunroof, head-up display, and 11-speaker JBL sound system are tempting features in upper trims, but ultimately not worth it given the XLE’s already-sufficient comfort and tech.

Performance in the Crown Platinum is a different story, but there are some catches. Three out of four 2026 Crown trims, including the XLE, include a standard hybrid powertrain with 263 horsepower and 163 lb-ft of torque. There’s no doubt that the peak Platinum packs plenty more punch with 340 horsepower and 400 lb-ft of torque, but this increase is reflected in the trim’s starting price, which is $13,550 more than the XLE’s. Additionally, the Platinum’s 29/32 city/highway mileage is substantially lower than its entry-level counterpart’s 42/41, and each Crown trim is similarly all-wheel drive. 

Appearance is refined in upper trims, but this isn’t necessarily a game-changer. The Nightshade’s darkened exterior and the Platinum’s two-tone coloring increase curb appeal, but the Crown’s sleek styling is primarily defined by its uniform sedan-crossover profile. Driver-assist upgrades are likely the most significant consideration for an upper trim, as the XLE doesn’t offer front/rear parking automatic braking, a 360-degree panoramic view monitor, or more advanced autonomous parking. However, like the Platinum’s increased power, these features are overshadowed by relatively rapid price escalation.

Final thoughts

The 2026 Toyota Crown works best when the XLE is treated as the natural endpoint rather than the starting point. Comparing the XLE’s comfort to that of upper trims shows that upgrades are surprisingly slim, and that there’s plenty of style and tech for a myriad of drivers, including, but not limited to, commuters and SUV downsizers. Higher Crown trims are essentially optional refinement, not necessary improvement. Be sure to test-drive the XLE against separate 2026 Crown trims before making a purchase, and check out Road Ethos for up-to-date car-buying guides covering other Toyotas like the Corolla FX.

Related: 2026 Toyota Prius Plug-in Hybrid vs. Honda Civic Hybrid: Which One Actually Fits Your Life?

Modern luxury sedan shopping has a dilemma: entry-level trims are more loaded than ever, while top grades are increasingly tech-heavy and expensive. This contrast can blur the lines between which of a model’s variants actually delivers the most objective value. Some vehicles’ trims further complicate value judgments by appearing too similar on paper, a problem associated with Genesis’ G80. The 2026 Genesis G80 provides five all-wheel-drive (AWD) trims, starting at $58,450 for the base 2.5T and reaching $79,350 for the peak 3.5T Prestige Black. Determining which Genesis G80 trim offers the most for your money requires separating genuinely useful upgrades from luxury excess, with the entry-level grade serving as an anchor. We’ve reviewed the 2026 Genesis G80’s features and in-cabin amenities and concluded that the 2.5T Advanced best optimizes value.

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The 2.5T Standard AWD already delivers the core G80 experience 

The Genesis G80’s 2.5T AWD is stronger than many rivals’ base trims with its larger-displacement engine. Purchasing this grade gives you a 2.5L inline 4 turbo GDI producing a robust 300 horsepower and 311 lb-ft of torque. For example, a 2026 BMW 530i’s 2.0L TwinPower Turbo inline-4 engine, equipped with a 48-volt mild-hybrid system, delivers 255 horsepower and 295 lb-ft of torque, yet costs more, starting at $60,500. AWD complements the G80 2.5T’s engine, and its extensive standard safety suite balances must-haves like blind-spot collision-avoidance assist with essentials such as front/rear parking distance sensors. Every G80 trim from the 2.5T emphasizes a smooth ride via multi-link front and rear suspension, and cabin refinement delivers on Genesis’ luxury image. A 27” display panel, 4-way power lumbar front seats, and stainless steel door sill plates help buyers who stop here be perfectly satisfied. However, some key luxury features are missing from the base 2.5T, making a case for moving up to the 2.5T Advanced AWD. 

Related: The 2026 Lexus IS 350 F Sport Handling AWD vs. 2026 Genesis G70 3.3T AWD. Which Sports Sedan is Better?

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The 2.5T Advanced AWD fixes the biggest compromises without blowing up the budget 

The 2.5T Advanced AWD, starting at $64,040, doesn’t give you the most for money because of how it reads on paper. Instead, its value is based on how it fills in the base trim’s blanks without leaving you feeling like you overspent. Key 2.5T Advanced AWD upgrades elevating daily drives include a branded Bang & Olufsen sound system, wireless phone charging, and Genesis Digital Key 2 for greater command over your vehicle. You’ll also benefit day-to-day from this trim’s standard power hands-free trunk, panoramic sunroof, and ventilated front seats, all of which are missing from the base trim. Less significant but still noteworthy considerations in the 2.5T Advanced include matte-finish wood trim establishing a more premium look than the entry-level’s gloss-black trim, tri-zone climate control, and rear sunshades. There aren’t any key driver-assist differences between the 2.5T Advanced and its base counterpart, but this isn’t a massive pain point given the entry-level trim’s already well-equipped safety-wise. Price increases are worth it when they’re justified for daily use, and the 2.5T Advanced’s upgrades make it feel more complete rather than just more expensive.

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The 2.5T Sport Prestige AWD starts entering luxury enthusiast territory 

The G80 2.5T Sport Prestige’s $69,950 starting price implies you’ll receive a lot, but climbing the trim ladder exposes diminishing returns. As its trim’s name suggests, you won’t receive a more powerful engine, but electronically controlled suspension paves the way for smoother drives. While the 2.5T Sport Prestige’s driver-assist upgrades aren’t endless, you can argue that they’re meaningful. Moving up to this trim adds a blind-spot view monitor, parking collision-avoidance assist, and warnings for the front, rear, and sides rather than just the front/rear. You’ll also get advanced rear occupant alert with sensor detection, and remote autonomous parking assist. Still, the base trim’s well-appointed driver-assist foundation positions these features closer to nice-to-haves than essentials. 

Besides the Sport Appearance package with more aggressive aesthetics and larger 20-inch wheels, the 2.5T Sport Prestige’s exterior isn’t worth writing home about. The primary exterior selling point is its front grille variation, so consider how significant this feature is to your style preferences when shopping. There are essentially no multimedia upgrades over the 2.5T, and, except for genuine leather seats instead of synthetic leather, comfort features like soft-close doors and a driver power cushion extender are more luxury theater than key additions.

The 3.5T models are easier to want than they are to justify

Graduating to 3.5T territory means increased power, thanks to the 3.5L twin-turbo V6 delivering 375 horsepower and 391 lb-ft of torque. Despite fuel economy not typically being a priority for those seeking more power, the 3.5L twin-turbo V6’s mileage drops to 15/24 city/highway mpg from the 20/29 city/highway mpg you get in the already-powerful  2.5L inline 4 turbo GDI. Plus, performance enthusiasts are likely better off with another luxury sedan, as the G80’s emphasis on a smooth driving experience can be less engaging for this buyer type, even with the 3.5T’s sport tuning and rear wheel steering. Advanced safety features carry over from the previous 2.5T Sport Prestige, and, aside from touches like carbon fiber trim, Nappa leather, and a head-up display, the interior doesn’t stand out. The 3.5T’s smattering of luxury signaling mostly comes in the form of premium, but non-essential features. For example, the heated front center console armrest on the 3.5 T is convenient, but the base trim’s standard heated steering wheel undercut its appeal.   

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Final thoughts: The 2.5T Advanced AWD is the Genesis G80 sweet spot 

It’s close when judging whether the 2.5T Advanced and 2.5T Sport Prestige gives you the most for your money, but the 2.5T Advanced balances luxury, features, performance, and cost in a way that’s best for most drivers. However, if you desire optimized performance, don’t want to compromise luxury (no matter how small), and have more budget flexibility, the 3.5T Sport Prestige or 3.5T Prestige Black might be better. Be sure to test-drive the 2.5T and 3.5T Genesis G80 trims before making a purchase, and check out Road Ethos for more car-buying guides covering luxury sedans like the Mercedes-Benz CLA electric vs. the Tesla Model 3.

Related: I Drove Every 2026 Genesis GV70 Powertrain, And The Cheapest One Made The Best Case

The 2026 Mazda CX-70’s mild-hybrid lineup features five trims, and understanding each grade’s nuances is essential given the noticeable price discrepancies between variants. An entry-level Mazda CX-70 3.3 Turbo Preferred starts at $42,750, and by the time you reach the peak trim, you’re looking at a $56,870 base MSRP. The CX-70 is Mazda’s two-row midsize SUV for drivers seeking a stylish exterior, a premium interior, and athletic performance without paying European or Japanese luxury prices. However, this delicate balance of refinement and value isn’t optimal in every 2026 CX-70. Instead, there’s one trim that captures this ethos especially well, and it’s not the top trim. The trim that quietly makes the most sense preserves this model’s intended experience without pricing too far into luxury territory, which can result in you paying for features not significantly elevating daily drives. Below is a feature-focused breakdown of the 2026 Mazda CX-70 3.3 Turbo Premium, exploring performance, interior amenities, connectivity, and more to guide your buying decision. 

The CX-70 Turbo Premium trim delivers most of the luxury experience for far less money

Mazda’s CX-70 3.3 Turbo Premium, starting at $46,780, builds its value proposition on traits like tangible comfort, perceived refinement, and practical luxury without the price pain of upper trims like the CX-70 3.3 Turbo S Premium Plus. For example, its interior’s leather-trimmed seats, leather-wrapped steering wheel, and leather-wrapped shift knob make it feel like you’re getting more for your money rather than cutting corners for a lower sticker price. Seating comfort is elevated beyond leather-trimmed upholstery with the inclusion of ventilated front row seats and heated second-row seats, two features that are often available rather than standard at this price point. Mazda continues quietly optimizing standard interior value in this trim with wireless Apple CarPlay/Android Auto, a large 12.3-inch infotainment display, and a branded 12-speaker audio system. The latter two features are especially significant, as moving up to a more expensive trim won’t give you a bigger infotainment display or a more comprehensive sound setup. 

Related: Mazda CX-5 Vs. Toyota RAV4 Reliability: Close, But One Has The Edge

While upper trims tend to differentiate themselves with more upscale flourishes, the CX-70 3.3 Turbo Premium retains a sporty and classy feel through features like paddle shifters complementing its responsive 280-horsepower, 332 lb-ft of torque powertrain (using regular unleaded fuel). Other noteworthy features establishing a premium yet value-driven daily feel include navigation, a heated steering wheel, and a 12.3-inch fully digitized driver display. Given that the 3.3 Turbo Premium is the second-lowest trim in the CX-50’s lineup, it’s worth evaluating what it offers over the entry-level 3.3 Turbo Preferred. The base 3.3 Turbo Preferred omits the 3.3 Turbo Premium’s towing mode (while towing 1,500 fewer lbs at a 3,500 total max capacity), auto speed limit assist, and a wireless phone charger. You’ll also have to sacrifice multiple useful everyday driver-assist features like the 12.3-inch fully digital driver display, which is replaced by a 7-inch LCD meter display, and traffic sign recognition. Ultimately, the CX-70 already feels upscale by design, making trim upgrades less necessary. Let’s take a closer look at what you receive when spending more on a higher CX-70 trim to better determine whether moving up is warranted. 

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Paying thousands more for higher CX-70 trims mostly buys status and small conveniences

Increased power is a primary selling point for upper CX-70 trims. This SUV’s top two grades, the 3.3 Turbo S Premium and 3.3 Turbo S Premium Plus, supply 340 horsepower and 369 lb-ft of torque (when using premium unleaded fuel) compared to lower trims’ 280 horsepower and 332 lb-ft of torque (with regular unleaded fuel). Still, the 3.3 Turbo S Premium’s performance is more than enough for routine drives without feeling dull. You’ll also, as most would expect, receive premium exterior details on higher grades such as body-colored front and rear lower bumper trim, specifically on the 3.3 Turbo S Premium and 3.3 Turbo S Premium Plus. However, exterior styling enhancements in upper trims are few and far between overall. For example, factory wheel sizes remain at 21 inches across the lineup, and the machine-cut finish exclusive to top grades is more of a nice-have than the everyday refinement the CX-70 thrives on. 

While exterior features in pricier trims like an adaptive front-lighting system offer practical advantages, the CX-70 3.3 Turbo Premium’s exterior is far from bare-bones when it comes to modern practicality, offering rain-sensing windshield wipers, heated/power-folding side mirrors, and an auto-dimming driver’s side mirror. Spending more on higher CX-70 trims is more luxury theater than meaningful ownership improvements, as standard interior features in the cheaper Turbo Premium, like wireless phone charging, make a more substantial impact. 

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Final thoughts: the CX-70 works best as a premium daily driver, not a pseudo-performance SUV

Overbuying in the premium-adjacent SUV segment is a real danger, but the 3.3 Turbo Premium helps you avoid this pitfall. Mazda’s market position leverages refined, confident, and athletic designs that aren’t aggressively sporty. The 2026 Mazda CX-70 3.3 Turbo Premium best embodies this philosophy by suiting the needs of commuters, style-conscious families, and buyers cross-shopping entry luxury SUVs alike. Real-world priorities, perceived refinement, and conscious pricing are key Mazda ingredients, and trims like the peak CX-70 are less aligned with this approach than the Turbo Premium. Be sure to test-drive the 2026 Mazda CX-70 3.3 Turbo Premium alongside other CX-70 grades before making a purchase, and check out Road Ethos for more car-buying guides covering topics like how this SUV compares to the 2026 Chevrolet Blazer.

Group B rallying had a short run from 1982 to 1986, but its end made way for one of the most legendary cars of all time: The Ferrari F40. The sport’s flexibility initially attracted manufacturers, but it’s also what made it dangerous. Core Group B rules required two seats, a minimum weight calculated by engine and tire displacement, and a roof, but outside of these regulations, manufacturers could essentially do what they pleased. FISA, now FIA, also loosened homologation rules to attract more manufacturers to the sport, only requiring 200 road-going variants of a Group B entry. In comparison, from 1982 to 1992, Group A stipulated that automakers must produce 5,000 examples of a specific model. 

Group B’s flexibility led to every other rally witnessing new evo models continually pushing performance limits. Ferrari had started limited Group 4 rallying experiments in 1978 with 308 GTBs. The rally cars were converted by Michelotto, a Ferrari dealership founded in 1969. It wasn’t until the mid-1980s that Ferrari’s Group B ambitions would start materializing via the 288 GTO Evoluzione. The Evoluzione, unveiled in 1986, was an extreme Group B homologation prototype built with clear competition intent. However, Group B’s 1986 cancellation stalled the model’s effort to develop into a race program.

Related: The 4 Cars That Funded Enzo Ferrari’s Racing Dreams

Group B cars started at around 300 horsepower in 1982, with those levels rapidly rising to 400, 500, and 600. This power, combined with insufficient safety tech, low vehicle control margins, lightweight cars, undeveloped driver aids, and a lack of crowd control, led to the sport’s cancellation. At the Rally de Portugal, a Ford RS200 lost control on a fast section, left the road, and crashed into spectators. Three died, and about 30 others were seriously injured. Around 8 weeks later, the Tour de Corse (Corsica Rally) in France saw Henri Toivonen and co-driver Sergio Cresto killed after lifting off the ground, tumbling down a mountain, and erupting into flames in their Lancia Delta S4. With Group B rallying over following these tragedies, Ferrari was left with unused race-developed engineering. However, the Italian automaker didn’t fully abandon its 288 GTO Evoluzione’s ideas. Instead, much of this prototype’s engineering philosophy directly influenced the F40.

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Ferrari saw the Porsche 959 changing what a supercar could be

Group B’s end wasn’t the only 1986 factor influencing the F40’s genesis. That same year, Porsche released its 959, the most technologically advanced supercar of the 1980s, and generally deemed the first hypercar. The 959 pioneered all-wheel drive (derived from the manufacturer’s Group B rally development program) for Porsche sports cars, registered a blistering 3.7-second 0-60 mph time, and included automatic ride-height adjustment for superior aerodynamics. Still, Ferrari wasn’t going to let Porsche have the last word in defining 1980s supercar performance, and they let their actions do the talking. The company’s founder, Enzo Ferrari, had approved a development direction for a lighter, rawer, and purely performance-focused car in the mid-1980s. This effort evolved through the 288 GTO Evoluzione before becoming the F40.

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The Ferrari 288 GTO Evoluzione became the missing link between the 288 GTO and the F40 

The 288 GTO Evoluzione was incredibly radical for the mid-1980s. A blend of Kevlar and fiberglass significantly reduced the model’s weight to just 2,072 lbs, including a huge carbon fiber rear wing. It used the standard road-going 288 GTO’s 2.8-liter V8 engine, but added larger turbochargers and more refined engine tuning, increasing horsepower from 400 to 650. Group B’s death meant that only six of the 20 planned 288 GTO Evoluzione examples were built. 

Chunks of Ferrari 288 GTO Evoluzione philosophy flowing into the F40 included the twin-turbo V8 concept, advanced lightweight materials (further expanded), more aggressive aerodynamic development, and a stronger race-car-for-the-road ethos. Compared to its 288 GTO predecessor, the F40 increased horsepower by up to 78, shaved up to one second off its counterpart’s 0-60 mph time, and became the first street-legal production car to exceed 200 mph. The F40 also weighed 132 lbs less than the 288 GTO at 2,425 lbs. 

Enzo Ferrari’s final era and the ideology that defined the F40

The F40 was the last production Ferrari personally approved by Enzo, with its 1987 release aligning with the brand’s 40th anniversary. This halo Ferrari wasn’t a reaction to a single influence. Instead, Group B’s collapse, a shifting 1980s supercar landscape via models like the Porsche 959, and 288 GTO Evoluzione philosophy spurred the model’s creation. The F40’s extreme lightness, turbocharged performance, and stripped interior facilitated a raw driving experience, contrasting with flashier competitors at the time like Lamborghini’s Countach and establishing what enthusiasts consider Ferrari’s last true analog car. In other words, Ferrari showed that limitations and deliberate lack of refinement could create one of the greatest cars ever during a decade of excess. While people still glorify Group B rallying, its continuation could mean that the F40 wouldn’t occupy the same cultural space. Read more about Ferrari, including the brand’s first electric vehicle and its $3 million F80 on Road Ethos.

Related: Gen Z Is Pooling Money to Drive Ferraris and Porsches Instead of Buying Them

The soft, curving design language of the 1970s gave way in the 1980s to angular, geometric shapes personifying modernity. An increasing emphasis on aerodynamics and safety regulations spurred this transition, which included a range of technological advances. Fuel injection began to replace carburetors for increased power and mileage, and digital dashboards became a status symbol in the luxury tier. Supercars pushed the 1980s’ technological limits, complementing turbocharging with exotic materials and motorsport influence, escalating rivalries between top manufacturers. 

This tug-of-war between European automakers was intense, and pop culture drove the competition. Miami Vice, bedroom posters, and video games such as Test Drive brought iconic 1980s Ferraris, Lamborghinis, and Porsches to homes everywhere. Each vehicle’s release prompted competitors to respond, and the result was a massive power struggle, most of which was underpinned by the following three models.

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Lamborghini Countach kept shock value at the center of the fight

The Lamborghini Countach’s flamboyant design made it many people’s choice for the ultimate 1980s poster car. Lamborghini initially released the Countach in 1974, but its styling became increasingly extreme during the late 70s (starting with the LP400 S), carrying over into the 1980s. The LP 400 S’ (manufactured from 1978-1982) added flared fiberglass wheel arches bolted over wheels, a front chin spoiler, and Pirelli P7 radial rear tires, the widest production car tire available at the time, according to Carrozzieri Italiani. These components aligned to form a squatting aesthetic that would help cement the Countach’s signature look. Purchasers could also equip the LP 400 S with an optional V-shaped rear wing, which became popular despite reducing the top speed (about 179 mph) by around 10 mph. This performance trade-off is a prime example of the Countach’s image relying on outrageous emotional appeal rather than refinement. 

Related: 5 Lamborghinis That Made The Brand Impossible To Kill

While the Countach is known for its dramatic visuals, fewer may appreciate its incremental and significant performance upgrades. From 1982 to 1985, Lamborghini released its third iteration of the Countach, the LP500 S, alternatively labeled the LP5000 S. One of the LP500 S’ most noteworthy upgrades was its V12 engine with displacement increased to 4,754cc via a lengthened stroke, delivering 375 horsepower (22 additional horsepower than the previous LP400 S). Besides improving the LP400 S’ torque from 268 lb-ft to 302 lb-ft, the increased displacement gave the LP500 S a more responsive pull across its rev range. Despite 1980s supercar manufacturers’ obsession with turbocharging, Lamborghini remained committed to the Countach’s naturally aspirated V12, which maintained a theatrical engine note central to its wild identity. The LP500 S essentially retained the LP400 S’ appearance, but the LP5000 Quattrovalvole (1985-1988) brought kevlar composite body panels in areas like the hood and engine cover to reduce weight and wheels with a convex disk shape to support large brake discs. Lamborghini’s Countach ultimately stayed relevant by remaining outrageous.

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Porsche 959 proved technology could dominate the supercar war

The 959 was Porsche’s attempt at redefining supercar performance via technology, and the effort was an unqualified success. While often categorized as a supercar, the 959’s cutting-edge design also earned it the title of the world’s first true hypercar. The 959, being the first Porsche with all-wheel drive, was the driving force behind the German automaker’s decision to make all-wheel drive (AWD) a standard feature on all mainstream 911 models. Before the 959, all-wheel drive (AWD) was primarily recognized as a rallying technology. Moving AWD technology into a supercar required overcoming the extra weight of the transfer case, driveshafts, and front differential, but being obsessed with weight since its early days, Porsche was well-suited to the challenge. 

The 959’s computer-controlled Porsche-Steuer Kupplung AWD system could continuously vary torque distribution between the front and rear axles while boasting four driver-selectable modes (traction, snow, dry, wet). Porsche’s 959 was also the first-ever production car to feature active suspension, and its sequential twin-turbo, flat-six, 2849cc engine smooth the on/off power delivery automakers had been struggling with since turbo engines’ debut. The Porsche 959’s first model year, 1986, delivered a staggering 197 mph top speed and a 0-60 mph time of 3.7 seconds, making it the world’s fastest street-legal production car at the time. This model’s significance primarily lies in how it blurred the line between race car innovation and road usability through precision and electronics.

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Ferrari F40 turned raw speed into an arms race 

Supercar manufacturers often mirrored each other’s design efforts in the 1980s. However, like Lamborghini’s decision to defy the turbo trend by evolving its Countach’s naturally aspirated V12, the Ferrari went in the opposite direction of the technological and design excess found in its 959 and Countach competitors, respectively, with its F40. The F40’s instead favored a stripped-out philosophy emphasizing raw performance. Widely considered Ferrari’s final true analog car, the F40’s pure image was largely personified by its minimalist interior, which omitted leather upholstery, an audio system, a glove compartment, and carpeting in favor of elements like composed carbon-fiber weave, sliding competition-car Lexan windows, and drilled-aluminum pedals. The result was a cabin that transmitted every road detail, while the carbon fiber body communicated the 2.9L Twin-Turbocharged V8 producing 478 HP and 426 lb-ft of torque. Ferrari also used simple pull cables for the F40 over traditional door handles to save weight and maintain a race-like appearance. This supercar’s legendary status is cemented by it being the last production car approved by Ferrari’s founder, Enzo, and its value holds strong among enthusiasts as electronic drive assists overrun more modern supercars.

Why the 1980s changed supercars forever

The 1980s helped set the precedent for today’s supercars by pushing brands toward faster acceleration, higher top speeds, and more radical technology and mechanical engineering. Before the 1980s, supercars were more niche, with the term not even becoming popularized until the late 1960s with the Lamborghini Miura. However, the 1980s saw supercars transform from niche exotics into cultural symbols, invading pop culture and helping define a decade characterized by excess. This excess manifested itself in more ways than one with the 1980s supercar arms race, from the Countach’s style, to the 959’s groundbreaking technology, to the F40’s analog brilliance, and beyond. Learn about what supercar brands like Ferrari are up to today on Road Ethos.

Related: Canepa Just Reinvented the Porsche Carrera GT

The Buick Envista remains a popular choice in the subcompact SUV segment, with its European-inspired, coupe-like profile, near-luxury presentation, and practicality manifesting itself in more ways than one. While the Envista’s premium-leaning ethos is a primary selling point, it can lead some shoppers to assume that buying the fully loaded Avenir trim is the best choice, especially given its relatively accessible $29,500 starting price. Others may jump to the conclusion that the Sport Touring’s middling status makes it the most sensible option. However, determining which 2026 Envista makes the most sense requires identifying the trim that best embodies the model’s mission of providing a stylish, premium-adjacent commuter that’s strong on practicality. The Envista Avenir and Sport Touring contrast with this mission in that their exclusive features, which are already slim, don’t significantly elevate daily driving. Let’s take a closer look at why the 2026 Envista Preferred better maximizes its value compared to its counterparts. 

The entry-level Preferred trim feels far from “budget”

The entry-level 2026 Buick Envista Preferred trim hits the value sweet spot for most drivers with its emphasis on experiential value. Rather than just being the least-expensive Envista, starting at $24,700, the Preferred doesn’t put a tall barrier between you and essential features like some base models. For example, heated front seats, a necessity for most drivers, aren’t standard or even optional in the competing 2026 Mazda CX-30, which carries a higher starting price of $26,375. In contrast, the Envista Preferred makes heated front seats available. Other optional interior features elevating the Preferred’s ambiance include, but aren’t limited to, an 8-way power driver’s seat with 2-way power lumbar controls, a heated steering wheel, and a sport pedal kit. Still, there are plenty of standard interior features giving the Preferred a more premium feel, such as cloth and leatherette seat trim instead of entirely cloth upholstery, active noise cancellation, and front bucket seats. Additionally, the Preferred doesn’t force you to upgrade to receive a larger infotainment display. An 11-inch infotainment touchscreen is standard in every Envista, along with wireless Apple CarPlay/Android Auto and a fully digitized 8-inch driver display. 

Related: I Drove the 2026 Buick Envista Avenir. Just How Entry-Level Luxury Is It?

Regarding the exterior, the Preferred lets you dip your toes into premium territory without committing to a pricier trim via an optional power liftgate and automatic windshield wipers. Noteworthy standard features consist of heated power-adjustable mirrors with integrated turn signals, 17” Bright Silver painted aluminum alloy wheels, and front/rear LED lighting. Drivers’ most significant sacrifice is a lack of a power moonroof, but even the Avenir doesn’t make this feature standard. The Envista Preferred trades sporty aspirations for quiet refinement, and it’s a strategy that ultimately pays off. 

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Paying thousands more for an Avenir mostly buys atmosphere, not necessity 

When evaluating a subcompact SUV for its day-to-day value, safety is a key consideration. When comparing the peak Avenir trim versus the entry-level preferred or middling Sport Touring, the number of standard driver-assist safety features is essentially identical across the lineup. Additionally, features that are optional in the Avenir, such as lane change alert with side blind zone alert and rear cross traffic alert, are also available in the Preferred. It’s common for some features exclusive to a model’s top-tier trim to be “nice-to-haves” instead of “worth the money,” and the Avenir is no exception. One of these features is the Avenir’s perforated leather-appointed seat trim. This upholstery would be a more worthy consideration if it weren’t for the Preferred’s seats blending cloth with leatherette rather than just utilizing cloth. You can also upgrade the Preferred’s upholstery to a black primary shade with slate interior accents. 

Moving up to the Avenir won’t give you more power or performance refinement, as the Envista’s 1.2-liter turbo engine is standard across its lineup, along with a 6-speed automatic transmission and front-wheel drive. The Avenir’s only necessary exterior feature that isn’t standard in other trims is its power liftgate, which remains optional in the Preferred and Sport Touring. Remaining exterior features exclusive to the Avenir are mostly nice-haves, including 19” premium pearl nickel aluminum wheels, custom-molded splash guards, and driver-side mirror dimming. Some may be also disappointed to learn that automatic windshield wipers remain optional in the Avenir.

Final thoughts

The middling 2026 Buick Envista Sport Touring isn’t worth a closer look since it doesn’t offer a standout identity for a different buyer type, meaningful performance upgrades, or noteworthy must-have standard equipment. If anything, two of its primary selling points, leatherette seat trim and some exterior flourishes, are nice-to-haves rather than necessities. Overbuying is a common pitfall in the luxury-adjacent category, but the Preferred best fits who the Envista is actually for: commuters, first-time buyers, downsizers, and style-focused shoppers seeking value. Be sure to test-drive different 2026 Envista trims before making a purchase, and check out Road Ethos for more car-buying guides that help you get more for your money. Road Ethos recently highlighted the Envista, along with models like the Subaru Forester, as one of the cheapest vehicles to insure in 2026.

Related: The 2026 Kia Sorento Has Many Trims, but Only One Is the Smart Buy

What is the 2026 Polaris Slingshot?

The Polaris Slingshot is one of those machines that has always been easier to understand emotionally than in categorical terms. It has three wheels, side-by-side seating, no roof in most trims, no doors in the traditional sense, and the visual subtlety of a nightclub entrance. Polaris refers to it as a three-wheeled autocycle, though its technical characterization will depend upon which state or province you live in. It lacks airbags and does not meet automotive safety standards, so although a regular driver’s license is enough to get yourself behind the wheel of one of these in most jurisdictions, some places may require a motorcycle license for drivers. Helmets and visors are also required.

The 2026 lineup starts with the Slingshot S at $24,999 with the manual transmission or $26,849 with AutoDrive. From there, the range moves through SL, SLR, R, Grand Touring, and the new limited-production Signature Edition. The Slingshot R starts at $34,999 with the manual or $37,149 with AutoDrive, while the Grand Touring starts at $41,999 with the manual or $44,149 with AutoDrive. The Signature Edition, meanwhile, starts at $36,999.

Every Slingshot uses a naturally aspirated Polaris-built 2.0-litre ProStar four-cylinder engine—which replaced the GM-sourced EcoTec unit in 2020—though output depends on trim. The S and SL make 180 horsepower, while the SLR, R, Grand Touring, and Signature Edition make 204 hp. In the higher-output versions, torque sits at 149.8 lb-ft. That may not sound especially outrageous in a world where family SUVs now make 500 horsepower, but context is key. The Slingshot weighs roughly 1,600 to 1,700 pounds, depending on trim and transmission, and you sit low enough that your elbows feel like they’re skimming the pavement. For reference, a 2026 Mazda MX-5 weighs about 2,300 pounds and makes even less power.

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The Slingshot makes Miami feel even less subtle

In most cities, the Slingshot might look a bit deranged. But in Miami, it feels perfectly at home. The Grand Touring’s Viper Black and Green Venom paint made it appear radioactive under the sun, while the new Signature Edition’s Golden Steel and Black Crystal finish played a different role, its metallic flake shifting with the light and wearing its gold pinstriping like jewelry. Through the streets of South Beach, the Slingshot immediately drew a crowd. Every pedestrian had their phone out to film us, and at one point, one of Miami-Dade’s finest actually dropped his police bike, but I don’t blame him—seeing a Slingshot drive by is not unlike witnessing a purple Ghost fly past Master Chief in Halo 3. If you understand that reference, we’re getting old, man… But that’s really how polarizing they are to see in person.

I couldn’t help but draw comparisons to the Morgan Three-Wheeler here. I mean, the Slingshot is sort of an Americanized alternative to that old thing, in some sense. Where the Three-Wheeler is the gentlemanly and sophisticated Brit, the Slingshot is the American that just wants to “go fast, and be free.” And man does it ever deliver. The Slingshot is like if Spring Break were a car. Motorcycle? Autocycle… Whatever, the point is this: Every time I approached the Slingshot, I became overwhelmed with a childlike giddiness, and every time a passerby’s jaw dropped as they pulled out their camera phones, I felt proud to be in one.

Down Route 1: where the Slingshot no longer feels alien

Out on Route 1, the Slingshot’s true colours began to shine through. The numbers are not shocking by modern performance standards: a Polaris-built 2.0-litre ProStar four-cylinder, 204 horsepower in the higher trims, and 149.8 lb-ft of torque. But Polaris offers something far more pure than massive power figures or sharp-shifting dual-clutch gearboxes—it, instead, offers drivers an expert-level dancing partner. You see, the Slingshot doesn’t make the whole experience about itself as a machine. Instead, it makes it about the driver. Variable-speed-sensitive electronic power steering gives your hands complete control over the Slingshot’s front axle, and electronic throttle control gives your feet complete control over the single rear wheel. Driving the Slingshot is like dancing a salsa duo with a partner you have excellent chemistry with. Toe the line, and it’ll rock your world. Misstep, and it’s surprisingly forgiving.

Perhaps my greatest compliment of the Slingshot is that it drives like a mass-produced car. Though it may sound like the opposite of what most would perceive as praise, getting into a tiny roadster with just one rear wheel and no doors can seem like a pretty frightening proposition to a lot of people. The real beauty of the Slingshot is that you don’t need to be a motocross expert just to tame one of these things. They are surprisingly friendly and intuitive to drive. Most of the time, you completely forget that it has just three wheels, and in the Florida spring sun, its lack of doors and, in some cases, a roof, is a feature which quickly becomes more of a blessing than a source of anxiety. Whether you’re on a six-lane interstate or a narrow backroad, driving the Slingshot just feels like driving.

Manual vs AutoDrive: choose the manual unless traffic makes it a problematic chore

Naturally, the Polaris Slingshot will never be most people’s daily driver. It’s designed for the weekend, or for the holiday, when you can finally leave the keys to your hybrid crossover at home and take to your favourite streets with something far more playful. So, when it comes down to choosing between the manual and the AutoDrive gearbox, why compromise engagement for the sake of having to do less work? With the added gratification of being more involved with the driving experience, piloting the Slingshot is far more rewarding in every aspect. Simply put, the manual gearbox makes the Slingshot a better dance partner. It communicates better with you, familiarizes drivers with what’s happening beneath the body panels, and actually makes for faster shifting than the automated gearbox, which is essentially the same unit but with a hydraulically actuated clutch subbing in for my left Adidas Samba, instead letting my right shoe have all the fun.

Still, the AutoDrive gearbox is not necessarily worth ruling out entirely. With its paddle shifters, the AutoDrive unit still lets drivers shift for themselves, but with the added convenience of asking the car to figure it out while you creep through the occasional traffic jam. Like an older BMW SMG gearbox, it actually shifts better if you still treat it like a traditional manual gearbox, briefly removing your foot from the throttle through each shift, and even blipping it occasionally to help rev match downshifts. Still, with as much fun as I had using the Slingshot’s AutoDrive option, I always felt the urge to get back into a model with a proper three-pedal setup whenever I had the chance.

Grand Touring: the one that makes the Key West trip possible

The Grand Touring is the trim that kept the whole Miami-to-Key-West drive route concept from transforming from suntan to sunburn. The colour-matched Slingshade doesn’t exactly convert the Slingshot into a coupe, but it does give you just enough shelter from the Florida sun to feel like you might actually survive a whole day in it. The inclusion of ventilated seats sounds almost comical in such an application until you are deep into the Keys, when the black leather seats you left exposed out in the parking lot suddenly become bun burners. Of course, this is still no Lexus LC or Bentley Continental GTC. Wind fatigue is real, noise is constant, storage requires discipline, and conversation requires radio frequencies. Pack ibuprofen and stay hydrated. But still, the Grand Touring trim gives the Slingshot enough comfort and convenience to make any journey feel playfully adventurous rather than physically taxing.

Key West arrival: the Slingshot as an event machine

By the time we made it to Key West, the roads were mostly straight, and they were littered with golf carts and scooters. Here, the rev-happy ProStar engine and the grabby Aisin gearbox were no longer the stars of the show. Here in Key West, the Slingshot’s sound system became the ultimate party trick. The available Rockford Fosgate Stage 3 Max + Lighting system uses two 8-inch side-panel speakers and two 6.5-inch headrest speakers, delivering 700 watts of power. Translation: Park one in central Key West, crank up some Vanilla Ice, and watch as the crowds gather to join the party. The Polaris Slingshot brings people together—people of all cultures, creeds, and religions—in our universal love of fun. Because that’s what the Slingshot is for, really. It’s certainly not practical, nor is it always comfortable. But it is always fun, whether you’re driving one or just happen to see one passing by. Like the bright Florida sun, the Slingshot will never fail to brighten your day.

Final verdict: not rational, but extremely memorable

The 2026 Polaris Slingshot is not a car for people who want the best car in the traditional sense. It is not even a motorcycle for those who want the best motorcycle. It is less rational than either, less practical than almost anything, and more exposed to the elements than many buyers will expect. It is loud, strange, compromised, attention-hungry, and expensive once you climb into the trims I would actually want. It is also unforgettable.

From Miami to Key West, the Slingshot did what few modern vehicles manage to do anymore: it made the journey feel like a real adventure, full of twists and turns, freshly caught fish, panoramic vistas, seven-mile bridges, and a bonding experience that brought us all together in the end like kids laughing and telling stories around the campfire. It turned strangers into spectators, bridges into scenes, traffic into theatre, and a simple road trip into something worth retelling. I would not recommend it to everyone. In fact, I would not recommend it to most people. But for the right kind of person—someone who perhaps enjoys watching Indiana Jones or Long Way Round and is always up for a new adventure, purely for the sake of adventure itself—the Slingshot makes a case for itself unlike anything else out there. Somewhere between Miami, Key West, the fresh oysters, the endless ocean, and the convoy of alien roadsters chasing the sunset, I found myself incredibly grateful for it.

A Tiny Wedge With Pop-Up Headlights

Seeing it up close really highlights just how small the Esprit platform is. Measuring just under 14 feet long, 6 feet wide, and just over 3.5 feet tall, the Series 1 has a footprint that feels bite-sized by modern standards. Yet the presence is anything but.

The original shape, penned by Giorgetto Giugiaro, remains intact, complete with pop-up headlights and that signature wedge silhouette. But the old fibreglass body is gone, replaced by a carbon-fibre shell for added rigidity and weight savings. It even sits on 5-spoke wheels that echo the donor car’s design, tying the whole look back to its roots. Even among other highlights at the event, like the F1-inspired Nichols N1A, the Encor still drew a crowd.

Old-School Soul in a Modern Package

Rather than chasing extreme numbers, Encor has focused on refining the Esprit’s original formula. The rebuilt 3.5-litre twin-turbo V8 produces around 400 hp and 350 lb-ft of torque, sent through an upgraded 5-speed manual gearbox. More importantly, it still sounds like an old V8, retaining that raw, mechanical character.

And with a weight of about 1,200 kg (2,645 lbs), it doesn’t need a boatload of power to impress. Encor Design claims a 0-62 mph time of 4 seconds flat and a top speed of 175 mph. The chassis has also been refreshed, with upgraded suspension components, Bilstein dampers, and Eibach springs.

A Restomod That Gets It Right

The example we saw at the Concours was finished in Liquid Silver paint, with a contrasting Encor Ramsay Blue interior. The cabin’s layout stays driver-centric, like the original Esprit, but the materials and execution have been upped a notch. Carbon fibre surfaces, high-quality leather, and a dash of wood on the gear stick keep the interior feeling modern, but not soulless. Even the machined aluminium piece that houses a digital display makes it feel contemporary, but not at the expense of its analogue charm.

If Encor Design’s goal was to rework the classic Lotus Esprit from top to bottom, they failed. But if they wanted to reimagine it, without disgracing its legacy, they hit the nail on the head. They refined, respected, and modernized the Esprit in a way very few thought was possible.

In photos, the N1A looks like a car that belongs on a track or in a museum. Seeing it in person at the 2026 Salon Privé Concours only reinforces that impression. It’s striking, low to the ground, compact, has an engine with way too much power, and only comes offered with a manual transmission. Did we mention it’s road-legal, too?

The Nichols N1A Prototype

The car on display was the final development prototype, the one Nichols Cars will use to complete validation before customer deliveries begin in mid-2026. In other words, what you’re looking at is essentially the finished product. And up close, you’ll notice it’s just 4.3 meters (14.1 feet) long and under a meter tall (3.25 feet) – your face will be exposed to the elements – and has a very steep front end. The exposed simplicity is part of the appeal, as is the stance, helped by staggered wheels with tires measuring 245 at the front and 305 at the rear.

Underneath, a bonded aluminium and carbon fibre chassis keeps the weight to around 900 kg (1,984 lbs). Mechanically, it stays true to its philosophy. A six-speed manual is standard, with no automatic option – even power steering is optional. Buyers can choose between a naturally aspirated Chevrolet LT1 V8 that makes either 454 hp or 513 hp, or step up to a 7.0-litre unit producing over 640 hp.

ICON 88 And A Near-Perfect Season

Prices start at $500,000, and production will be limited to 100 units, with the first 15 cars forming the ICON 88 series. These limited-run examples will benefit from more standard equipment, including carbon wheels, carbon brakes, an Inconel exhaust, and, of course, the 641-hp 7.0-liter V8.

Each will be individually tailored and numbered to reflect one of the 15 victories achieved by the McLaren MP4/4 during the 1988 season in the hands of Ayrton Senna and Alain Prost. That season had 16 races, and should have been a clean sweep, but its perfect record was broken at Monza after Senna had an altercation with a backmarker. This N1A prototype represents the “16th race,” closing the gap nearly four decades later, in spirit at least.

A Road-Legal F1 Car In Spirit

Seeing the N1A emphasises that it truly is as uncompromising as it looks. No screens, no driver aids, no creature comforts, and a body that looks nearly identical to an old F1 car. And it really does make you wonder how Steve Nichols and his team managed to make a car that looks like this road legal.

According to Nichols, buyers can customize their N1A however they want, whether it be a bespoke color, material, or finish – you can even spec yours with a custom livery. Chances are, most of the 100 N1A units will hibernate in a garage and appreciate. But to the handful of owners who actually drive them, it will be a reincarnation, reminding them of a time that existed long, long ago.

The result is 400 horsepower per tonne, and with space only for the driver, the VHPK is set to be one of the most engaging driving experiences on the planet. Revealed at this year’s Salon Privé Concours in the U.K., we saw the car in all its glory and spoke with founder and CEO Steffen Dobke about what customers can look forward to.

VHPK Uses a Legendary Engine, Obsesses Over Lightweight

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Behind the driver is the famed Rover K-Series twin-cam engine, bumped up to 1.9 liters and boasting a billet crankshaft, forged connecting rods and pistons, and fully bespoke billet camshafts. The engine breathes through a full stainless-steel exhaust and is partly insulated by gold leaf (Gordon Murray would be proud). Along with a MoTec ECU and powertrain control module, the result is over 250 hp. Analogue Automotive hasn’t revealed torque, acceleration, or top speed figures, but in something this light, those details are all but academic. Still, with a PG1 five-speed close-ratio manual transmission sending power to the rear wheels via a limited-slip differential, the experience will surely be visceral, encouraging the driver to drain the 12.7-gallon aluminum gas tank over and over again. Naturally, something like this is best suited to the track, and with rose-jointed suspension (like the 997 GT3 RS 4.0, for example), plus multi-way AA-spec passive dampers, aluminum uprights and steering arms, feedback from the asphalt will be anything but insulated. Optionally, buyers can opt for fully active suspension, too.

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Elsewhere, the car boasts carbon-ceramic brake discs with Pagid ceramic pads, helping keep unsprung weight to a minimum, with four-pot calipers from AP Racing. These are surrounded by the same 15-inch front and 16-inch rear wheels as the SuperSport two-seater, with forged wheels and Yokohama rubber optionally available. Speaking of options, each of the 35 examples intended for production can be had with carbon fiber-barreled wheels that save some 26 lbs, and the carbon fiber bodywork can be ordered with an exposed finish enhanced by either clear or tinted lacquer. This would complement the carbon fiber Tillett Racing seat and Alcantara interior trimmings nicely (seen here, in part, in a stunning purple), but customers can order any paint finish they want, too, with Analogue Automotive CEO Dobke promising no two vehicles will have the same finish. That brings us to pricing…

VHPK Customers Hail From All Over The Globe

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At £350,000 ($473,510) plus taxes, shipping, and transportation costs, the VHPK is far from affordable and nearly 18 times pricier than the S1 Elise was at launch, but that hasn’t deterred buyers from the U.K., Hong Kong, Japan, and the U.S. from placing orders (Gordon Murray likely isn’t one of those buyers because he doesn’t fit in a regular Elise). Dobke tells us that six of the 35-unit production run have been allocated, so there’s still time to reserve one. Place an order today, and your ultra-lightweight single-seater will be ready in roughly 10-12 months, depending on the spec (exposed carbon will naturally take a little longer than painted carbon). Sure, there are faster, more powerful, and more luxurious cars in this price bracket, but nothing will come close for pure, analog feedback, and we hope to see some at track days around the U.S., not locked away in garages gathering dust.

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All of these aren’t necessarily ranked, but they are alphabetized – feel free to peruse to get our thoughts on each.

Acura Integra Type S/ A-Spec

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First up, meet a huge caveat to the term “hatchback.” The Acura Integra is a bit of hatchback and a bit sedan. We’re giving way because of the Integra’s silhouette, which is more hatch-y than other liftbacks like the Audi S5. Regardless, the Integra Type S certainly fits the hot hatch bill. Driven by a turbocharged 2.0-liter engine, the Integra Type S sends 320 horsepower and 310 pound-feet of torque to the front wheels exclusively via a six-speed manual transmission. More than that, the manual is one of the best in the business, and that also applies to the lesser 200 hp A-spec model.

Honda Civic Type R

The Type R is the Acura’s hardcore sibling. Using the same engine, it makes a healthy 315 horsepower and 310 pound-feet of torque to the front wheels, and like the Integra, it is exclusively available with a manual transmission. However, the Honda is more track-focused, featuring a large rear wing and a much stiffer suspension setup designed more for the racetrack (Type R) than the street (Type S).

Hyundai Ioniq 5N

You could call the Ioniq 5 N a really big hatchback, or you could call it a crossover. In this difference of classification, we’re includned towards the latter. The Ioniq 5 N is by far the most powerful car here, thanks entirely to its electric-only drivetrain. With two electric motors fed by an 84 kilowatt-hour battery, the 5 N puts out an incredible 641 horsepower and 545 pound-feet of torque. As a result, it’s also the quickest car on this list, hitting 60 mph in just 3.4 seconds. More than that, it alsmo manages to be entertaining to drive quickly, an area where so many other EVs fall flat.

Mazda3 Turbo

The Mazda3 Turbo is about as stealthy as hot hatches get, though infuriatingly, Mazda has not deigned to fit the lesser Mazda3’s manual transmission to the high-powered model. The hatch’s turbocharged 2.5-liter engine makes 250 horsepower, which is enough to help it keep pace with more serious hatches like the GTI. Thanks to its small size, it’s a great option for the city-dwelling hot hatch enthusiast.

Mini Cooper JCW

Mini’s cars are, of course, the de facto choice if you want a small, quick hatchback. Still in the mix in the segment it helped to define, Mini now offers an electric and a gas-powered Cooper JCW (John Cooper Works) model. Again, there’s no manual available for either, but the Mini stands out thanks to its available convertible bodystyle, something no other hatchback on this list offers. Gas versions make a healthy 221 horses to the front wheels, while the Cooper Electric makes a stronger 258 horsepower and 258 lb-ft of torque. No matter what, each is a small, nimble, and somewhat quirky alternative to more mainstream hatches.

Toyota GR Corolla

If you want quirky, Toyota’s GR Corolla is another option. A hard-edged competitor to the Civic Type R, the GR Corolla uses a proprietary all-wheel drive system with variable torque splitting drive modes, just like Subaru used to offer on the WRX STI hatch of the mid-aughts. The Corolla, though, uses a very un-Subaru-like turbocharged three-cylinder making 300 horsepower and 295 lb-ft of torque. Toyota does offer both a manual and an automatic, but one is significantly more engaging than the other. Like the Type R, it’s a hard-edged car intended for the track, so don’t expect the GR Corolla to be a spectacular commuter.

Volkswagen GTI

Supposing you would like a spectacular commuter, Volkswagen still, after all these years, makes the GTI. A hotter version of the Golf hatchback (which is no longer sold here), the GTI is, like the Mini, a hot hatch bellweather. The hatch offers spectacular driving dynamics and a sleek, modern interior you can comfortably commute in. While the stick GTI has died out, VW helps compensate with more power. New GTIs make a solid 241 horsepower to the front wheels.

Volkswagen Golf R

The Golf R has long been a quicker, more four-season-friendly version of the GTI thanks to its all-wheel drive system. Today’s Golf R is quicker than ever, making 328 horsepower from a version of the GTI’s powertrain. The R is, like the GTI, intended to fill the hot hatch’s traditional niche, offering a comfortable, sensible car you can drive to work in with powertrain of something much more aggressive.

In 1968, you could be driving by a speeding Camaro SS, stopping next to an idling MGB convertible, or seeing a striped Mustang shining under dealer lights. Things like car horsepower-defined status, and it wasn’t a cheap endeavor. In 1968, the median price of a brand-new vehicle was $2,822 ($27,043 when adjusted for inflation), and a Jaguar E-Type would be listed at about $5,500 ($52,707), according to a Jaguar forum citing a brochure. Datsun would take advantage of an opportunity when rising insurance costs, tighter emission restrictions, and a steady increase in fuel prices made it difficult to afford high-performance muscle vehicles. The company’s reliability and performance instead provided a vehicle that consumers could buy for less.

The Japanese automaker’s U.S. offerings in the late 1960s weren’t flashy. The 1600 and 2000 Fairlady roadsters sold in limited quantities before the Z’s arrival, but they impressed nonetheless. Compared to the roadster MGB or Fiat 124 Spider, these Datsuns boasted more horsepower, an additional gear, and better build quality at an accessible price. Buyers found they could enjoy true sports-car performance without worrying that something like a temperamental British electrical system would fail. Datsun didn’t invent the idea of an accessible sports car, but it packaged it in a way that finally worked commercially.

The Datsun roadsters that laid the groundwork 

American consumers were still skeptical about Japanese car quality until late in the 1960s. The 1600 & 2000 Fairlady, forerunners of the renowned 240Z, proved to Americans that Japan could package value with enthusiasm. For example, with 135 horsepower, a 2.0-liter four-cylinder engine, and a five-speed manual transmission, the Fairlady 2000, priced at about $3,000 ($28,749) according to Hemmings, outperformed the MGB Roadster’s 95 horsepower four-speed. Buyers in 1968 found that this vehicle was far from a weak, fragile weekend toy; it would start each day and avoided quirks drivers expected from European roadsters, like unpredictable electrical systems. This combination of performance, price, and reliability helped make up for what it lacked in British charm.

Related: The 4 Japanese Kei Cars That Accidentally Influenced Global Car Design

How Japan engineered fun differently

Datsun engineers didn’t measure performance by chrome or cachet. Instead, they borrowed from other sedans, minimized weight, and focused on daily durability. When you think back to how new the concept of reliability was in the emerging affordable sports car segment, this accomplishment becomes even more impressive. Datsun’s ability to create sports cars emphasizing lightness, parts sharing, and dependability rather than luxury or excess made an exciting automobile affordable instead of extravagant. This approach would be emulated by future vehicles, including Mazda’s Miata, which is based on the idea of fun that you can keep running.

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The 240Z, and the moment everything clicked

The Datsun 240Z lit up U.S. streets like lightning in the 1970s. With 151 horsepower from a 2.4-liter inline-six-cylinder engine, it was priced lower than many competing sports coupes offering equal or greater performance at $3,526 ($30,482), an original MSRP confirmed by Hemmings. Critics praised the car for its balance, responsive steering, and long-distance ride comfort, distinguishing it from MGBs. Hundreds of buyers lined up months in advance, as for the first time, an elite-looking daily sports car could fit into a middle-class budget. This clarity of purpose propelled Datsun from being a second-rate auto manufacturer to a performance player.

Selling excitement to everyday Americans

Yutaka Katayama, Head of Nissan’s North America Operations, recognized that U.S. Buyers were looking for excitement, not economy cars with strange badges. To create a different image for Datsun, he traded some of the company’s practical marketing for messages about the brand’s passion and performance. According to a report from Curbside Classic, an April 1970 issue of Road & Track included the headline “Datsun 240Z: New Standards in Performance and Elegance for Medium-Priced 2-Seat Cars.” The review also stated: “Nissan Motors had been studying the latest German and Italian design practices (not to mention carefully examining the situation in this country) and two years ago we saw the first result: the totally modern Datsun 510 sedan.” Additionally, Peter Brock’s BRE 240Zs won SCCA C-Production 1971-72, with race photos in showrooms proving Japanese cars could beat Porsches on track.

Datsun’s blueprint endures, but gets harder 

The original ethos of the 240Z (lightweight body, rear-wheel drive balance, inline power at a working-class price) can be found in the Mazda Miata, the Nissan 350Z, and the Toyota GR86. Datsun put together a guide to build an inexpensive sports car. Still, today, it’s nearly impossible to replicate that approach due to modern-day safety regulations (including crash structures) and emissions technology. Whether electric or not, recapturing that simple, middle-class accessible thrill remains the automotive industry’s toughest riddle. Someone may crack it eventually.

Despite existing in a crowded segment, the gas-powered 2026 Hyundai Elantra ranks among compact economy sedan leaders, alongside models like the Honda Civic. While its five trims offer an array of options, one Elantra delivers the most satisfaction per dollar. Let’s take a closer look at whether you should lean toward max specs or smart value with the 2026 Elantra by exploring the performance, interior amenities, connectivity, and safety of its trims.

Elantra SE – $22,625 

The entry-level Elantra SE’s starting price isn’t the only perk it offers budget-conscious buyers. With 31/40 city/highway mpg, drivers can get efficiency without the hybrid price. Besides the top-tier N Line, all 2026 Elantra trims contain a 2.0-liter 4-cylinder engine, and each grade (including the N Line) comes standard in front-wheel drive, so don’t expect major performance compromises. The SE’s safety suite does a solid job covering the basics with features that might be standard on competitors’ entry-level trims, like blind-spot warning and rear cross-traffic collision avoidance assist. Still, you’ll have to sacrifice systems such as automatic cruise control with stop-and-go and highway driving assist (which combines adaptive cruise control and lane centering). Primary exterior drawbacks include small 15-inch alloy wheels, bulb taillights instead of LED, and no heated side mirrors. Most shoppers won’t expect features like wireless phone charging, but the SE’s cloth seats that aren’t heated and smaller 8-inch central touchscreen are noteworthy pain points. Some might position the Elantra SE as the ultimate budget buy, but its stripped-down feature set doesn’t do it any favors when it comes to resale value.

Related: 2026 Hyundai Palisade Gas-Only vs. Hybrid: Which is Best?

Elantra SEL Sport – $23,750

Comfort kicks in, and style sneaks up with the SEL Sport, but its price stays low. Dual fold-away power gloss black side mirrors and 17-inch alloy wheels provide a sleeker exterior, and the interior’s design benefits from a black headliner, leather-wrapped steering wheel/shift knob, and alloy sport pedals. While many lower economy sedan trims delay including wireless phone charging until upper trims, the SEL Sport flips the script by making this feature standard. Additionally, smart cruise control with stop-and-go eases commutes, and dual automatic climate controls solidify its positioning as a step up from the SE.

Elantra SEL Sport Premium – $25,075 

The Elantra SEL Sport Premium offers greater practicality than the previous two trims, with heated front seats, a hands-free smart trunk release, and a sunroof. Still, you’ll want to note that Hyundai ditches certain style enhancements from the SEL Sport in the SEL Sport Premium while retaining others. For example, you won’t find the SEL Sport Premium’s black headliner or alloy pedals, but dual fold-away power gloss black side mirrors remain. The only meaningful tech upgrade is forward collision-avoidance assist, adding cyclist and junction-turning detection. Unless heated seats and a sunroof are among your priorities, you may want to look toward lower trims to save money. However, these features are often priorities for shoppers, so most will prefer the SEL Sport Premium over the previous two trims.

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Elantra Limited – $27,175 

With a starting MSRP of $27,175, the Elantra Limited foreshadows more luxury than trims like the SE and SEL Sport, but does the sticker price make sense for what you get? With the exterior, taillights use a combination of bulbs and LEDs, unlike the N Line, which has fully LED taillights. However, a dark-chrome front grille, chrome window trim, and turn-signal-integrated side mirrors help compensate. The interior quickly establishes a more premium look and feel with a larger 10.25-inch central touchscreen, leather-trimmed upholstery, and customizable LED lighting. Other features, such as driver’s seat lumbar support, Smart Cruise Control, Highway Driving Assist, and an 8-speaker Bose audio system, elevate this trim’s appeal. The lack of wireless Apple CarPlay/Android Auto, which is standard in lower trims, is surprising, but separate additions keep this gap from becoming a major pain point. The Elantra Limited does a quality job filling in the SEL Sport Premium’s blanks without going too crazy on price.

Elantra N Line – $29,400

The Elantra N Line targets enthusiasts with more power and exclusive styling. A 1.6L turbocharged 4-cylinder increases horsepower and torque to 201 and 195 lb-ft, respectively, and its 7-speed dual-clutch transmission is more responsive than lower trims’ intelligent variable transmission. You’ll also get better cornering grip and a softer ride feel over bumps with standard multi-link suspension rather than coupled torsion beam axle rear suspension. All-season performance tires, chrome twin exhaust, and an N Line unique front bumper/N Line unique rear fascia with diffuser further optimize form and function. The 2026 Elantra N Line’s unique front bumper features a sportier, lower-slung design with a bold N Line mesh grille flanked by sharper, more aggressive air intakes. In comparison, the unique rear fascia with diffuser amps aggression with a deeper, sculpted valence integrating a multi-element diffuser that channels exhaust flow for minor aero gains, but mostly visual pop. The N Line accomplishes its mission of bringing a distinctive fun factor to the Elantra without crossing the $30,000 starting price threshold.

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Final thoughts 

From the SE’s bare bones savings to the N Line’s thrill, the Elantra SEL Sport Premium strikes the buyer’s sweet spot by moving away from compromise and into driving satisfaction at an accessible MSRP. The close runner-up is the Limited, but at the Limited’s price, you’d expect amenities like wireless Apple CarPlay. The Elantra SEL Sport Premium gives you this in-demand daily-driving feature for less, without sacrificing heated front seats or a sunroof. Trims like the SEL Sport may have a sharper appearance, but without necessities like heated seats, these cosmetic enhancements become less significant, especially given that there are no real performance upgrades. Be sure to test drive the 2026 Hyundai Elantra SEL Sport Premium before making a purchase, and check out Road Ethos for more car buying guides covering models like the Toyota Camry Nightshade.

Narrow roads in Italy, along with the high cost of fuel and local taxes on automobiles in European cities, drove many of the world’s smallest car designs. Italy’s cities have old street layouts plus very little parking space. Consequently, large or heavy vehicles are an annoyance. Additionally, its taxation makes fuel expensive. 

Italian city cars emerged from the same pressures that current city residents face today: emission zones, electric vehicle incentives, and a lack of available parking. Automotive engineers in Italy didn’t treat regulatory requirements as a checklist. They instead viewed each regulation as a constraint for designs that would generate innovation. Manufacturers used their innovative spirit to develop many of these “compliance” vehicles, featuring creative packaging, below average (but legal) engine sizes, minimalist interiors, and design techniques that maximized cabin space while minimizing exteriors. The vehicles below didn’t just meet regulatory standards; they set a new precedent for other compliance vehicles.

Fiat 500: the original loophole in motion

Unlike the VW Beetle, the 500 was developed with Italy’s high-density urban areas in mind rather than Germany’s Autobahn. When the Nuova 500 was launched in 1957 (ended in 1975), the Italian Tax System imposed notable penalties on vehicles with large engines; therefore, Fiat chose to keep the engine below key displacement thresholds to ensure that owning the vehicle was cost-effective. Fiat also selected lightweight materials for its new 500.

Related: Alfa Romeo Built a Military Jeep in the 1950s — Meet the Matta

The rear-mounted air-cooled 2-cylinder engine provided simple cooling and freed up interior space while maintaining compact dimensions to meet tax limits. With fewer moving parts and a straightforward layout, mechanics could quickly fix common issues. The Fiat 500 was a pioneer as one of the first true mass-market city cars, and it showed how a small vehicle could be made affordable enough to offer a lifestyle upgrade rather than pure compromise. The new 500e is still rooted in this philosophy of creating the smallest viable space to get urban travelers from point A to B efficiently and enjoyably.

Innocenti Mini: when licensing met Italian mischief 

Italian regulations didn’t simply influence the design of domestic vehicles; they also created an opportunity for international designs to be reimagined as Italian products. These Minis were remade in Italy by Innocenti (an Italian automobile manufacturing company) and then sold as Italian vehicles from 1965-1975. The Minis were produced in Milan and used local parts and labor, allowing them to benefit from certain Italian manufacturing incentives and appeal to domestic buyers. This strategy helped them to avoid higher import tariffs on full British Minis while positioning them as more sophisticated and fashionable than their U.K. counterparts. Unlike the more utilitarian bent of many British Minis, many of the Italian Minis featured bright colors, trim tags, etc., which made the local workaround seem stylish rather than strictly necessary. Other countries have pursued a similar course of action to keep manufacturing work at home for domestic workers and to provide consumers with their most desired imported models. 

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Autobianchi A112: the pocket-sized innovator that previewed a segment

Another element to consider is how 1970s regulations regarding emissions and size inadvertently created an entirely new class. To fit as much as possible into increasingly smaller vehicles, engine sizes were reduced, and body styles were limited, forcing designers to think creatively about how to make compact vehicles seem bigger inside. While this created limitations for consumers and manufacturers alike, the restrictions led to a new type of compact vehicle that would maintain a grown-up feel.

Even though Autobianchi didn’t have the same production volume as Fiat, it leveraged Fiat’s design and engineering to create the A112 (1969-1986). Compared to other affordable micros available during that period, Autobianchi produced a product that offered a more upright seating position, improved ergonomic interior features, and a higher-quality finished product. Although the A112 utilized a modest four-cylinder motor, the interior of the A112 was comparable to that of a grown-up small car rather than the cramped quarters found within many no-frills city vehicles. This mix of a compact exterior and a relatively high-quality interior foreshadowed today’s premium supermini segment, where practicality meets a slightly higher-end appearance.

Because the A112 was designed with dimensions and weight below certain tax and urban-usage limits set by the Italian government, operating costs associated with owning an A112 remained low. Additionally, passengers enjoyed more legroom, a smoother ride through more refined suspension, and upright design optimizing visibility. These combined factors established a feel like you were commuting in a small sedan.

The throughline: ingenuity born from limits

The three vehicles above demonstrate how engineers can turn regulatory constraints into an opportunity rather than a hindrance. Italy’s rules prompted car manufacturers to create smaller cars with greater comfort, style, and functionality. As a result, they defined what urban travel would be in the years to come. Today’s small electric vehicles and micro-cars continue to benefit from the Italian design philosophy of turning limitations into leverage.

Related: I Drove The Mini Cooper JCW Here’s My Honest Review

Enzo Ferrari cared more about racing than about selling cars; however, he knew that moving units would be an effective way to achieve his racing goals. The quote “Jaguar races to advertise their cars. I advertise my cars so that they can race” from the 2023 biography film Ferrari highlights this mindset. The Italian economy suffered severe damage after WWII, making it nearly impossible for a racing team to be financially independent. Sponsorship was not well developed at that time, and it was costing more to design and build new chassis and engines. Still, some affluent car enthusiasts were willing to spend large sums on exotic vehicles that served as rolling billboards. To appeal to these individuals, Enzo had to build sports cars that elicited emotional responses through design, sound, performance, and overall aura. Over six decades, the following four vehicles kept Enzo’s racing dreams alive.

250 GT Lusso: the gentleman racer that paid the bills 

Imagine you are strolling down a street in an Italian town during the early 1960’s when you see a 250 GT Lusso. With its silky, low-key lines, no other car looked like the 250 GT Lusso. Produced for a short period from 1962 to 1964, the Lusso utilized the long-running 3.0-liter Colombo V-12 engine, which had been mated to coachwork by Pininfarina and completed by Scaglietti. Compared to the race-bred 250 GTO, the Lusso was more forgiving and less noisy. What truly set the Lusso apart was its style. Celebrities such as Steve McQueen and Eric Clapton owned a 250 GT Lusso, elevating its reputation. The Lusso arrived at a challenging time when key engineers had departed Ferrari, and racing costs spiked in 1961. Ferrari’s Lusso became a prototype of how the brand’s future success would be based equally upon emotional appeal and outright performance.

Related: Ferrari May Have Found a Way to Keep the V12 Alive

Dino 246 GT: when Ferrari learned humility paid off

Between 1969 and 1974, the mid-engine Dino 246 GT was built. This vehicle paid tribute to Enzo’s son, who had passed away while changing Ferrari’s view of performance. Its sleek Scaglietti body made the Dino 246 GT agile and more approachable than other GTs. In addition, the Dino 246 GT was priced roughly half of a Ferrari 365 GTB/4 Daytona and rivaled the Porsche 911’s usability. During its run, about 2,295 examples were produced. However, based on today’s manufacturing standards, the number is considered relatively high. Although designed to be an entry-level sports car with a more modest view toward performance, the Dino 246 GT sustained Ferrari’s vision, ultimately receiving the brand’s badge in the mid-1970s. Enzo initially felt that giving it a Ferrari badge earlier would dilute the main brand’s appeal. The Dino 246 GT was lauded for its outstanding balance, and its V6 engine provided 195 horsepower.

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308 GTS: pop culture meets profit

Millions watched Tom Selleck in the hit show Magnum P.I., and when they did, they often saw him driving his Ferrari 308 GTS. As a result of this exposure, the 308 GTS achieved worldwide recognition without Ferrari buying a single ad slot. The mid-mounted 3.0-liter V8 engine powering the 308 GTS produced up to 255 horsepower. Early fiberglass models reduced overall weight, and later models were made of steel, enabling mass production. Ferrari was making cars at a faster rate than ever, and stricter U.S. regulations on emissions and safety standards put pressure on the company to implement standardized processes while still maintaining its mystique. However, the 1980s luxury car market boom helped the model’s prospects. Compared to other competitors (such as the Lamborghini Countach), the 308 GTS’s reliability and serviceability allowed it to thrive while many consumers were adversely affected by high inflation and short gas supplies.

F40: the supercar as a financial weapon

The 308 GTS demonstrated that fame could equal funding. In comparison, the F40 exemplified how scarcity also creates value. The F40 was Enzo’s final model that he personally approved, and it was extremely successful. Initially, Ferrari intended to manufacture 400 examples of the F40; however, due to worldwide interest in the model, fueled by the supercar boom, they produced about 1,311 models between 1987 and 1992. The F40 produced 471 hp with a twin-turbocharged 2.9-liter V8, and its body was made of composite materials, including Kevlar, carbon fiber, and aluminum. Ferrari’s F40 was ultimately the brand’s response to Porsche’s 959, which was rooted in sophisticated comfort and usability.

The paradox that built an empire

From the Lusso’s elegance to the Dino’s humility, the vehicles above differed, but all financed Enzo’s racing ambitions. Despite Ferrari’s growing sales and revenue, the company has never lost sight of what it is about. To this day, Ferrari still sells profit under the guise of passion, and Scuderia Ferrari has won 16 Formula 1 Constructors’ Championships.

Related: I Drove Ferrari’s 296 GTB at Goodwood — Then Learned What Its Battery Promise Actually Costs

How could something originally intended to be a rugged combat vehicle turn into a decorative item you see driveway parked beside e-bikes? To find out how this happened, we have to rewind. In 1940, the U.S. Army requested 135 companies to submit proposals for a new type of simple (brutal) vehicle. According to Motor Authority, some of the requirements included:

• A maximum quarter-ton weight 

• A feather-light weight limit of 1,300 pounds

• Room for three and a 30-caliber machine gun

• Payload of 600 pounds

• 4×4 drivetrain

Willys produced a Quad Prototype that amazed them with a “go devil” engine delivering 60 horsepower. As World War II came to an end, many veterans used their surplus Jeeps for everything from parades to farm use and off-road rallies. No advertising was necessary. The original Jeep is based on the shell fire that fell during the war rather than a design studio and represented American ingenuity better than almost any vehicle. That first spark of mythology didn’t stay confined to parades and backroads for long.

The workhorse becomes the weekend hero

By 1946, nearly 600,000 surplus military Willys MBs and GPs were being auctioned off at an average price of $500 each. Those who purchased them were mostly rural dwellers, such as farmers, ranchers, and hunters.

Related: Jeep Reveals Six Wild Concepts With Retro Cherokee and V8 Wrangler

The CJ-2A and CJ-3A were both civilian versions of the U.S. Military’s that came out in 1945 and 1949, respectively. They had many of the same characteristics as their predecessor, like the rugged 4×4 bones, but also added a few features to make them more practical and comfortable, such as a tailgate, improved seating, and commercial paint schemes. A rancher might weld on a toolbox by day, then hit the trails for fun on the weekend. This dual purpose helped define “off-road” in America as a way to express one’s independence/freedom, rather than merely utility.

When comfort met capability: the Wagoneer gamble

When the 1963 Wagoneer hit the streets, the public saw a body-on-frame ruggedness meet 327ci V8 grunt, a TorqueFlite three-speed automatic transmission, and real carpet under the floorboards, all wrapped up in a family station wagon vibe with 4×4. Jeep’s comfy weekend-warrior style of off-roading arrived nearly a full decade earlier than other manufacturers, and at a time when suburban baby boomers were looking to escape their homes and explore expanding interstates. In comparison, the Land Rover Series II (produced from 1958-1961) was a bare-bones British hauler, but the Wagoneer added chrome accenting and optional air conditioning. Since buyers were expecting prestige with their capability, the 1984 Grand Wagoneer piled on fake wood sides, full-time Quadratrac 4WD, supple leather, and a 360ci V8.

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Reinvention in an age of excess

The oil shock in the 1970s and the urban sprawl of the 1980s required more accessible 4x4s. The raw CJ-5 that Jeep offered felt old-fashioned, so staying the same risked irrelevance. Jeep responded by introducing the 1976 Jeep CJ-7, which offered a removable Targa top and a V8 engine. The brand’s introduction of the XJ Cherokee in 1984 marked the first-ever unibody (monocoque) design on a vehicle with a 101-inch wheelbase. Additionally, the Cherokee was nearly half the size of the Bronco but could provide twice the daily use, driving like a tall Accord. Jeep effectively modernized without losing its wild side. When the SUV craze took hold of the marketplace in the late 1990s, consumers were looking for Jeep to be their benchmark. The ad slogan “there is only one Jeep” evoked an emotional response among customers, extending beyond the technical aspects of the vehicles and into badge magic. The Jeep Wrangler wave is another example showing how badge magic and a sense of belonging can outshine specs. At this time, Jeep had transitioned from cult status to mainstream without losing any soul, demonstrating that rugged brands could experience significant growth.

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From cult wave to electrified wave

The Wrangler 4xe, launched in 2021, contributed significantly to Jeep’s position as a lifestyle king. The model features a 2.0-liter turbo four with an electric motor for a combined 375 horsepower, 44 miles of all-electric range, and offers a towing capacity of up to 8,000 pounds. Even in all-electric mode, it retains a high level of off-road capability. Jeep’s new Grand Cherokee L model is aimed at families, boasting three rows of seating, adaptive air suspension, and a 5.7-liter V8 engine option. Other brands like Ford were late to the party with their 2021 Bronco revival. A Wrangler 4xe with an open-top sky roof and a $65k price tag can still be driven like its ancestor, the Willys MB mud-lugged Jeep. The true test will be preserving that analog rebellion as connectivity continues to creep into every inch of new vehicles.

Related: Alfa Romeo Built a Military Jeep in the 1950s — Meet the Matta

The Mazda3 sedan’s core appeal is that it feels more premium than most compact cars, and that throughline continues for 2026. However, its wide trim range can make the shopping process more complicated than it needs to be. Several trims look good on paper, but it’s easy to overspend on features that don’t significantly impact daily ownership. Only one Mazda3 sedan strikes an ideal balance between price, equipment, and everyday value. Delve into key 2026 Mazda3 trim differences via interior amenities, connectivity, and efficiency features below, tailored to streamline your purchase decision.

Mazda3 2.5 S – $24,550

The entry-level Mazda3 2.5 S has enough to feel modern while getting the essentials right at a low price. Its 2.5-liter 4-cylinder engine doesn’t thrill with 186 horsepower and 186 lb-ft of torque, but it sufficiently meets daily driving needs, complemented by a 27/36 city/highway mpg. The primary performance downside is its lack of an all-wheel-drive (AWD); but only two of five Mazda3 trims offer AWD as an alternative to front-wheel drive (FWD). Give-and-take continues inside, as you’ll be settling for cloth seats, no leather-wrapped steering wheel, fewer interior small storage solutions, and wired Apple CarPlay/Android Auto rather than wireless. Still, only the peak 2.5 Turbo Premium Plus trim has a central display that’s 10.25 inches instead of the standard 8.8-inch version, and driver-assist features are consistent until you reach the top-tier trim. While far from bare bones, the Mazda3 2.5 S is best for those seeking the lowest-priced option rather than shoppers considering a final choice.

Related: Mazda’s EV Strategy Is Changing Around the World

Mazda3 2.5 S Select Sport – $25,440

The Mazda3 2.5 S Select Sport is the first upgrade, and one of the few that actually matter. This trim adds comfort and convenience in more ways than one, changing how your car feels on a typical commute, which is far more significant than the features you’ll only notice during a test drive. While mirroring the previous trim’s power, features like heated side mirrors, larger 18-inch tires instead of the base grade’s 16-inch set, and an expanded exterior color palette with three more shades warrant consideration. Step inside, and you’ll be greeted by leatherette seats rather than cloth, a leather-wrapped steering wheel/gear selector, and connectivity like Alexa. In the compact segment, you need all the storage you can get, and this trim adds solutions like a front passenger-side seatback pocket and an overhead console with a sunglasses holder. Plus, unlike the entry-level grade, there’s a rear center armrest with cup holders. As a strong step up from the base trim and with similar mechanics/safety features to most upper Mazda3 trims, you should start asking whether anything beyond the 2.5 S Select Sport is necessary. Just keep in mind that its most significant downside is its lack of heated seats. 

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Mazda3 2.5 S Preferred – $27,090

Consider the Mazda3 2.5 S Preferred, the comfort-oriented trim, with a nicer interior and added convenience features. This is the first grade in the Mazda3 sedan lineup with heated front seats, an 8-way power-adjustable driver’s seat featuring power lumbar support and 2-position memory, and Greige leatherette upholstery. The previous two trims only offer black upholstery. Other noteworthy additions include a power moonroof and memory and tilt-in-reverse side mirror functions. While its changes aren’t endless compared to the 2.5 S Select Sport, they’re meaningful enough to make it a leading contender within the Mazda3 lineup.

Mazda3 2.5 S Carbon Edition – $30,210

The Mazda 3 2.5 S Carbon Edition enters the conversation as a style-driven choice supported by some key upgrades. This is the first trim to offer the Polymetal Gray Metallic exterior color, which is also available on the peak 2.5 Turbo Premium Plus. It’s also one of two Mazda3 sedans to feature a leather interior, which comes in red, and standard AWD. The primary infotainment upgrade is wireless Apple CarPlay/Android Auto. However, its driver-assist system doesn’t receive a significant boost like the top-tier 2.5 Turbo Premium Plus, lowering its appeal. If wireless Apple CarPlay/Android Auto, AWD, and leather interior are among your priorities, consider the 2.5 S Carbon Edition. Otherwise, look toward other options.

Mazda3 2.5 Turbo Premium Plus – $36,740

You’ll find the 2.5 Turbo Premium Plus when you climb to the top of the 2026 Mazda3 sedan lineup, and like most peak trims, it’s a performance- and luxury-heavy hitter. The engine is turbocharged, boosting horsepower and torque to 227 and 310 lb-ft, respectively, complemented by AWD. These outputs increase to 250 horsepower and 320 lb-ft of torque when using 93 octane premium unleaded fuel. Signature LED combination taillights, an auto-dimming driver’s side mirror, and a black rear lip spoiler enhance the exterior’s curb appeal. The larger 10.25-inch central display is limited to this trim, along with the aluminum speaker grille and windshield-projected active driving display. Additionally, if you want all of the advanced driver-assist systems that you can get, look no further than the 2.5 Turbo Premium Plus, which features an adaptive front lighting system, traffic sign recognition, a 360-degree view monitor, and more. While all this looks great on paper, it doesn’t necessarily transform the Mazda3 into a true luxury car or a performance sedan.

Final thoughts 

Despite the Mazda3 2.5 S Select Sport being a strong contender, the Mazda3 2.5 S Preferred is the smartest buy, with features that are more necessities than take-it-or-leave-it options. This trim’s heated front seats, power moonroof, 8-way power-adjustable driver’s seat with power lumbar support and memory, and Greige leatherette upholstery alone are enough to improve daily driving experiences without creeping into 2.5 S Carbon Edition or 2.5 Turbo Premium Plus pricing. If anything, its MSRP jump over previous trims for what you receive is also relatively modest. Be sure to test drive the 2026 Mazda3 2.5 S Preferred before making a purchase, and check out Road Ethos for more car-buying guides covering models like the 2026 Mazda CX-5.

Related: Mazda Study Says Safety Tech Can Cut Insurance Claims

The Honda Civic maintains its leading status for 2026 with four trims offering a blend of internal combustion engine and hybrid refinement. While its four trims cater to different driving needs and preferences, with starting prices ranging from $24,685 to $32,395, only one stands out as the true value pick. You’ll find balanced appeal in each grade, but some key trade-offs can be easy to overlook. Here’s a breakdown of the 2026 Honda Civic’s trims, zeroing in on interior perks, tech features, and everyday amenities to help you narrow your buying decision.

2026 Honda Civic LX – $24,685 

The entry-level 2026 Honda Civic LX targets commuters prioritizing affordability and reliability. While not a hybrid, the LX remains efficient with a 32/41 city/highway mpg rating. Still, you’ll be sacrificing power with poky horsepower and torque outputs that trail its hybrid counterparts at 150 and 133 lb-ft, respectively. This trim’s Honda Sensing technology suite is naturally slimmer than other trims, lacking a blind-spot information system, rear-cross traffic monitor, low-speed braking control, and front/rear parking sensors. Though you won’t have to compromise on exterior LED lighting, no heated side mirrors, moonroof, or chrome exhaust finisher leaves the exterior feeling more bare-bones than we’d prefer. Inside, comfort suffers from the lack of heated front seats or dual-zone automatic climate control, and there’s a lot more personality in other trims, which we’ll explore below. Regarding the smaller 7-inch standard central touchscreen, you won’t receive the larger 9-inch version as standard or available until the peak Sport Touring Hybrid trim, so there’s no real sacrifice there.. The Civic LX is great for basic driving at an affordable price, but its power and style gaps are enough to make you think twice about buying one.

Related: Honda Civic vs Toyota Corolla Warranty Comparison

2026 Honda Civic Sport – $26,695 

Honda’s Civic Sport, the second and final non-hybrid trim within the lineup, offers cosmetic, comfort, and tech upgrades rather than performance enhancements. On the exterior, black mirror covers and a chrome exhaust finisher elevate curb appeal while heated side mirrors increase functionality. Sporty additions are more noticeable inside, where you’ll find red ambient lighting, metal sport pedals with rubber inserts, a black headliner, and paddle shifters. Similar to the exterior, added features such as a rear center armrest with beverage holders enhance daily driving convenience. However, this trim’s price increase isn’t enough to buy you a moonroof, dual-zone automatic climate control, or heated seats. Aside from added styling and daily functionality, one of the Civic Sport’s saving graces is its audio system with eight speakers rather than the base version’s four, along with its inclusion of a blind-spot system and a rear cross-traffic monitor. For a relatively slim price difference, the Civic Sport’s MSRP is well worth it.

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2026 Honda Civic Sport Hybrid – $29,395

There’s a noticeable price jump from non-hybrid to hybrid 2026 Civics, but the highly-efficient 50/47 city/highway mpg rating helps even the score. You’ll also get far more power than in a non-hybrid Civic with a combined 200 horsepower and 232 lb-ft of torque. There are no paddle shifters or chrome exhaust on the Civic Sport Hybrid, but most drivers should be willing to sacrifice these features for the trim’s added punch. Compared to lower grades, the only other added perk worth noting is standard dual-zone automatic climate control. Despite there not being endless differences from other trims on paper, the 2026 Civic Sport Hybrid delivers value where it matters most with better fuel economy and power.

2026 Honda Civic Sport Touring Hybrid – $32,395

If you want the 2026 Civic hybrid’s added power and efficiency, but more impressive amenities than the Civic Sport Hybrid, look no further than the Sport Touring Hybrid. This top-tier trim includes standard safety features you won’t find on any other grade, such as low-speed braking control and front/rear-parking sensors. Exterior changes aren’t all that noteworthy, with side mirrors with integrated LED turn indicators being the primary addition. However, the interior substantially enhances comfort with leather-trimmed upholstery, a driver’s seat with eight-way power adjustment, and a front passenger’s seat with four-way power adjustment. Tech is often the area that makes or breaks peak trims, and the Civic Sport Touring Hybrid doesn’t cut corners. A wireless phone charger, wireless Apple CarPlay/Android Auto, a 12-speaker Bose audio system, and a 10.2-inch digital instrument cluster (complementing the larger 9-inch touchscreen) make daily drives much more enjoyable.

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Final thoughts

There’s a strong argument for the 2026 Honda Civic Sport Hybrid being the smartest buy with its starting price of under $30,000 and added power/fuel-efficiency, but the Civic Sport Touring Hybrid is king. Many car lineups stack trims, so by the time you get to the peak grade, it’s not all that special. In contrast, the Civic Sport Touring Hybrid’s upgrades over the Civic Sport Hybrid make the Civic more than a reliable commuter. Key wireless connectivity, larger displays, and leather-trimmed upholstery fill in the blanks of its hybrid counterpart without inflating the price too high, and the fully-loaded safety suite is ideal for families seeking peace of mind. Be sure to test drive the 2026 Honda Civic Sport Touring Hybrid before making a purchase, and check out Road Ethos for more car buying insights on new models like the Honda Passport and Subaru Outback.

Related: Thankfully, the Toyota Celica Will Be Nothing Like the Honda Prelude