Audi has made a lot of fast cars over the years, but many have typically had four doors or more. Some notable exceptions include the Quattro, the S2 Coupe, the TT, and of course, the R8. Right now, it only has the Nuvolari as its high-performance two-door, and even that is a limited-run model that isn’t immediately accessible to most folks.

But that will soon change, as it’s been confirmed that it will be building a new sports car. Audi unveiled the Concept C about a year ago, and it didn’t take long before it was confirmed for production. It’s slated to go into production in 2027, likely for the 2028 model year.

Confirmation

At the time, the concept packed an electric powertrain, although it was unknown if that would change once series production began. It was also said to be based on the upcoming electric Porsche Boxster and Cayman, but that wasn’t set in stone.

Now, more details have emerged, and it’s actually Porsche that mentioned a key piece of information. Motor1 noted CFO Jochen Breckner saying something crucial during the third-quarter earnings call relating to the project.

There, he said, “We are offering our electric platform for the 718 Boxster and Cayman, which is about to be launched next year for an Audi project. They call it C-Sport internally, and we will get cash from their side. That payment is expected to come in 2027.”

Electric-Only?

It was clear that Breckner said electric platform in the quote, but will there be any hope for a gas-powered version? By the looks of things, it’s highly unlikely, as the platform is supposedly for electric applications only. While that doesn’t shut the door for a range extender, it’s starting to look more and more like it will be EV only.

Porsche also poured cold water on reports that the combustion-powered Boxster and Cayman will make a comeback someday. The company has been adamant that the roadster and coupe will be electric-only affairs, and has been hyping it up by saying the prototypes have been good to drive.

Back to the Audi, it was also reported that it will only come in one body style as a Targa-top. That’s understandable given that the convertible version will be the Boxster, while the coupe will be the Cayman. Technical details are still unknown at the time of writing, but it should benefit from Porsche’s E-Core architecture that’s said to have characteristics of a mid-engined car.

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What You’re Paying For

According to Brabus’ spec sheet, the twin-turbo V8 is bored out to about 4.5 liters, with forged pistons, a billet crankshaft, and larger turbos, making 888 hp and 922 lb-ft of torque. Torque is electronically capped at 774 lb-ft to protect the transmission. Brabus claims 0-62 mph in 3.7 seconds, and duPont Registry reports top speed is limited to 149 mph. Coilovers drop the truck by 1.8 inches, and it rides on 24-inch wheels.

The Truck Part

Behind the rear seats is a new steel bulkhead with a heated rear window. The bed has a metal floor and tailgate, carbon-fiber side panels and, according to duPont Registry, soft-teak decking and two lockable waterproof storage boxes. A matte black sports bar sits over the bed. Brabus has built plenty of ultra-luxury G-Wagens, and this one adds a cargo bed. Payload and towing numbers weren’t given, which is the question any real truck buyer would ask.

Why It’s Not For The Rest Of Us

Inside, there’s leather and Alcantara with red quilted stitching and carbon trim. Every car is built to order, and prices climb with personalization. At $800,000, this is more collectible than commuter. If you want a Brabus G-Class you can actually buy, the used market is a more realistic route.

With the GT-R out of the picture, the Z is now flying the performance flag for Nissan. This rear-wheel-drive coupe has a legacy to uphold, and Nissan’s engineers are clearly itching to show what it can do when it’s let loose off the leash and onto the track.

Enter Project NAT2: a Nissan Z built by the Nissan Acceleration Team, or NAT for short. But don’t picture a corporate-backed race team – this is a crew of Nissan employees wrenching after hours, turning their passion for the brand into a full-blown competition car.

Built to SCCA Touring 2 specs, the NAT2 Z gets the works: upgraded powertrain, suspension, brakes, and a stripped-out cabin. The finishing touch? A custom racing livery that nods to Nissan’s glory days on the track, tying this modern coupe to its racing ancestors.

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Turbocharged Power With Track-Focused Hardware

Under the hood, Project NAT2 keeps the Z’s twin-turbo 3.0-liter V6, but it’s far from stock. To play by Touring 2 rules, it gets 38-millimeter turbo inlet restrictors, a NISMO cold-air intake, and a custom Z1 Motorsports tune – because rules are rules, but power is still the name of the game.

The exhaust is a NISMO GT4 single-exit stainless setup, ready to sing at full throttle. There’s also an upgraded fuel system to keep up with the action, and a laundry list of cooling upgrades – aluminum radiator, NISMO heat exchanger, oil and diff coolers – because nobody wants to see this Z overheat mid-corner.

Nissan’s keeping the final power numbers under wraps, but all these upgrades matter when you’re pounding out lap after lap. Heat management is just as crucial as horsepower here, and the Z gets a Z1 Motorsports aluminum oil pan plus Motul fluids everywhere to keep things running smooth.

The chassis isn’t left out either: NISMO coilovers, upper control arms, sway bars front and rear, and adjustable end links all make the cut. SuperPro and Z1 bushings and mounts finish off the suspension and drivetrain tweaks.

Braking gets serious up front with Z1’s Track Big Brake Kit – six-piston calipers, massive 380-millimeter rotors, and Hawk DTC-60 pads. Out back, the stock setup stays (Touring 2 rules again), but it still gets Hawk pads for good measure. It rolls on chunky 18×11-inch forged NISMO wheels from the GT4 program, shod in sticky Maxxis RC-1 competition rubber – 275s all around.

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A Retro-Inspired Exterior and Stripped-Out Cabin

The first thing you’ll spot is the custom livery from NISMO Design Japan. It’s a tribute to Nissan’s racing legends, giving the Z a retro vibe without copying any one classic outright. Flying Lizard Motorsports took care of the wrap, so you know it’s done right. Trackspec hood louvers punch up the cooling game, and every detail outside is there for a reason – this Z means business on the track.

Inside, you’ll find the comfort features have been tossed in favor of pure race gear. Out go the carpet, sound deadening, trim, HVAC, audio – pretty much anything not essential for speed. Even the door panels are trimmed down, and the windows are gone.

Safety equipment includes an SCCA-specification roll cage, a Sabelt full-halo racing seat, a six-point harness, window and center nets, and a Lifeline fire suppression system. A Sabelt flat-bottom steering wheel, quick-release system, and paddle-shifter kit complete the driver’s controls.

There’s a custom dash, lightweight aluminum floor tray, and an AiM lap timer and data logger to keep tabs on every lap. A cockpit camera is along for the ride, perfect for reviewing sessions and catching every on-track moment.

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Project NAT2 Heads to SEMA

Don’t expect to see a price tag or order form for Project NAT2 – this isn’t a production car. Instead, it’s a rolling showcase of what Nissan’s own gearheads can pull off when they mix factory parts with the right aftermarket goodies.

You’ll catch this Z at the 2026 SEMA Show, sharing the spotlight with Nissan’s other performance projects, most notably the Sentra SE-R Spec-V. More than just a showpiece, it’s proof of what happens when the folks behind the scenes get to let their racing passion run wild.

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The Datsun S30 gave us the original 240Z – the car that put Nissan on the map for anyone who loves good looks, real-world speed, and a drive that actually feels alive. With a long hood, short rear, and clean lines, there’s a reason the S30 is still one of the most iconic Japanese sports cars out there.

Nissan is doubling down on that appeal for the 2026 SEMA Show, rolling out a modern take on the classic that keeps the old-school shape but stuffs it full of today’s Nissan Z hardware.

They’re calling it the Datsun S30 Concept, and it’s a team-up with Chris Forsberg – Formula Drift champ, Nissan regular, and Z fanatic. Instead of just bringing an old Z back to life, Forsberg and crew went full restomod: classic vibes on the outside, serious upgrades everywhere else.

Nissan Z’s Twin-Turbo V6 Donor

Pop the hood and you’ll find Nissan’s VR30DDTT 3.0-liter twin-turbo V6 – the same beast you get in the current Nissan Z. No official power numbers announced, but with the right tweaks, this thing can easily blow past the stock Z’s 400 horses.

Forsberg’s crew didn’t stop there. Garrett PMAX turbos, NISMO cold-air intakes, a NISMO heat exchanger, and a twin-disc clutch all make the cut. The six-speed manual from the Nissan Z is in play, and power heads out back through a NISMO R200 limited-slip diff – just the way we like it.

Fuel delivery is handled by a Radium Engineering 10-gallon fuel cell and fuel cell surge tank, supported by a DeatschWerks 450-liter-per-hour fuel pump. A carbon-fiber NISMO engine cover adds another motorsport-inspired detail to the engine bay.

Chassis upgrades include Techno Toy Tuning’s full suspension arsenal: coilovers, control arms, sway bars, strut tower bars, and fresh steering bits. Wilwood brakes handle stopping duty, with six-piston calipers and big rotors up front, four-pots and chunky discs out back.

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Carbon Fiber Meets Classic Z Styling

Outside, the S30’s classic shape is still there, but now it’s rocking carbon-fiber fenders, hood, air dam, bumpers, rear hatch, and spoiler. The Nissan Seiran Blue paint gives it a modern pop, and the NISMO 40th anniversary decals seal the motorsport vibe.

The wheels are equally purposeful. NISMO LM-RS6 forged wheels measure 17 by 9 inches and wear 245/40R17 X-Comp HP tires. Together with the upgraded suspension and brakes, they help distinguish this build from a conventional restoration.

Inside, it’s old-school meets new-school. OMP Silverstone racing seats, custom door cards, and a Grip Royal wheel set the tone. Custom Speed Hut gauges and a Techno Toy Tuning harness bar remind you this Z is ready for more than just Sunday drives. A black aluminum NISMO shift knob tops off the manual setup. The cabin still looks like an S30, just with a lot more intent.

Coming to SEMA 2026

The Datsun S30 Concept is Nissan’s showstopper for SEMA 2026. It’s a one-off, so don’t expect to see it at your local dealer or get a price tag anytime soon. This is the sort of restomod the Z badge deserves. The S30’s shape is still there, but now it’s packing a twin-turbo V6, a manual, carbon-fiber everything, and serious hardware underneath. Sure, we don’t have a final power number, but with this parts list, it’s clearly more than just a pretty engine swap.

Most importantly, this build proves you can push a classic Japanese sports car into the future without losing what made it cool in the first place.

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The Sentra SE-R made its debut with the B13 generation in the early ’90s, and it wasn’t just another compact sedan. Packing a 140-hp SR20DE engine, independent suspension, four-wheel disc brakes, and a viscous limited-slip diff, this little two-door punched well above its weight and gave pricier performance cars a run for their money.

Fast forward thirty-five years, and Nissan is back at it for SEMA 2026 with the Sentra Spec-V concept. This one’s a nod to the die-hard fans who made the SE-R a legend in the import scene, and it takes the current Nissan Sentra and cranks the aggression up to eleven.

Instead of slapping on a body kit and calling it a day, Nissan went all-in on performance. The Sentra Spec-V borrows bits and inspiration from two wildly different parts of the Nissan family tree: the GT-R and the Juke NISMO RS. The result is a compact sedan that looks like it’s itching for a track day, while tipping its hat to old-school Nissan fans.

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GT-R brakes, Juke NISMO RS Manual Gearbox, and 300 HP

Under the hood, the Sentra SE-R comes with a turbocharged MR20DD 2.0-liter engine that makes up to 300 horsepower at the wheels. There’s a Garrett G25-550 turbo, a front-mount Garrett intercooler, forged Carrillo rods, JE pistons, and extra port injection for good measure. Supporting mods? Upgraded internals, an AEM fuel pump, and a custom Jim Wolf Technologies intake manifold spacer to feed those secondary injectors.

All that power gets funneled through a six-speed manual yanked from the Juke NISMO RS, now beefed up for the job. There’s also a helical limited-slip diff, lightweight flywheel, upgraded clutch, and a short-throw shifter to keep things lively.

The chassis isn’t left out, either. The Sentra gets a set of NISMO coilovers tuned for the track, with beefier front shocks sporting external reservoirs, stiffer springs, and proper track-ready damping. NISMO sway bars round out the suspension setup.

The brakes are straight from the R35 GT-R NISMO, with six-piston Brembos up front and four-piston units out back, clamping down on massive two-piece rotors. The whole thing sits on NISMO LM-RS1 forged 19-inch wheels wrapped in sticky 265-section Yokohama ADVAN NEOVA AD09 rubber.

On the outside, a BOMEX widebody kit, functional vented hood, custom side-exit exhaust, and GT-R NISMO rear spoiler give the Sentra a distinctly motorsport-inspired appearance.

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The Catch: No Production Plans… Yet

Inside, the Sentra SE-R gets GT-R NISMO Recaro buckets up front, a NISMO steering wheel, blacked-out trim, and a harness bar in place of any luxury fluff. The cabin is built for track days, not comfort cruises.

The Sentra Spec-V concept is a strong argument for reviving the sport compact, especially now that performance cars are getting pricier and more complicated by the day. A 300-horsepower Sentra with a stick, a limited-slip diff, and brakes that mean business? That’s the kind of car that stands out from the usual hot hatch crowd. The GT-R bits are a nice flex, but the real magic is in turning a regular sedan into something you actually want to drive. Will Nissan ever build it? Who knows, but at least SE-R fans have something to get excited about again.

For now, think of this as Nissan showing off what happens when you throw all the best performance parts and a healthy dose of heritage into a humble sedan. The original SE-R made its name by offering real performance without the sports car price tag. The Spec-V concept just takes that idea and dials it up, packing gear you’d expect to see on something way more expensive.

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After all the new metal BMW has been putting out, the company is turning its attention back to its moneymaker: the X3. Unveiled in 2024 for the 2025 model year, the fourth-generation model has since continued to be the brand’s global best-seller. Now, it’s getting a few updates for 2027.

We reported on it just a month ago when it was first shown for the German/European market. It was only a matter of time before BMW made the same announcement for North America. Some of these include interior enhancements that throw in more soft-touch materials, along with the addition of the Black Package.

The Big News for ’27

If you’re in the market for an X3 right now, particularly the M50 model, it’s probably worth waiting for the ’27 models to arrive on the lot this December. That’s because it gets a healthy dose of extra power, not that the current one needed any more unless you’re coming from the previous-generation X3 M.

The major update for the X3 M50 is that it now packs 437 hp, although torque is retained at a still impressive 428 lb-ft. This horsepower bump is largely thanks to the M350, which has the exact same rating. Instead of keeping the crossover as is, it’s nice of BMW to give the X3 the same amount of power as the new 3 Series.

For reference, the one sitting in showrooms right now makes 393 hp, so the 2027 update brings with it a 44 hp upgrade. Those extra horses mean BMW claims 0 to 60 times in 4 seconds. Knowing the brand, however, the numbers are conservative, and we wouldn’t be surprised if instrumented testing shows a 0 to 60 figure in the high-threes.

How Much?

One would think that the significant power hike brings with it a much higher price. The X3 M50 currently retails for $66,500 plus $1,350 for destination charge. The punchier 2027 model is priced at $67,500, a relatively modest increase of $1,000.

To put that into perspective, that’s about $23 for every additional horsepower. That’s not too bad considering it shaves off a good amount of time from acceleration times. Some folks pay more to get the same amount of gains. You don’t even have to order the Black Package to get the extra power, but if you prefer your X3 blacked-out, that’s an extra $3,800. Yes, the cosmetic package is more expensive than the power upgrade.

What about the X3 30 for those who think 437 hp is too much for a crossover? Well, BMW is quiet about it, so we’re assuming the outputs are still the same.

“Affordable” requires some context when the subject is a Mercedes-AMG wagon with a $93,350 base price. My test vehicle approached $112,000 with options and destination, which puts it well beyond anything resembling an everyday family-car budget. But against the BMW M5 Touring and Audi RS 6 Avant Performance, the 2026 Mercedes-AMG E 53 Hybrid Wagon makes a convincing case as the comparatively attainable member of a very exclusive club.

It doesn’t match those ballistic wagons in outright power, but its combination of a turbocharged 3.0-liter inline-six and electric motor produces 577 horsepower. Mercedes quotes a four-second sprint to 60 mph, and its 41 miles of electric range give it another dimension beyond the usual fast-wagon formula. You can enjoy its performance on the weekend without necessarily firing up the engine for every weekday errand.

After spending time behind the wheel, I found a lot to love and some glaring issues. This is a quick, sophisticated wagon that makes carrying people and cargo feel considerably more special than it does in most SUVs. Unfortunately, the details that separate a desirable performance car from a great daily driver aren’t all here.

Exterior & Interior Styling – 9/10

The E 53 Hybrid Wagon looks great. It’s sleek, properly menacing, and even a bit sexy compared to the more brutalist M5 Touring. It certainly attracted attention during my time with it. One gentleman parked his C-Class next to it and ogled it for a few minutes. The AMG GT-style grille with the requisite frisbee-sized tri-star emblem look fantastic, flanked by curvaceous headlight clusters and big lower intakes. The body isn’t overstyled and retains the elegance of the E-Class while adding touches like black window surrounds, black multi-spoke wheels, and red brake calipers.

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I love the clean and steeply raked D-pillar that terminates in a simple but attractive rear end. The E-Class’s tri-star quad taillights, black quad exhaust tips, and sublte roof spoiler finish off the E 53’s Hybrid Wagon handsome exterior. I think it looks better, more cohesive than the sedan. People are definitely taking notice of these premium wagons, and it gives me hope in the return of the segment as a whole.

The cabin delivers a similarly strong first impression. It’s opulent, richly presented, and thoroughly committed to the idea that a modern luxury car should also serve as a technology showcase. My tester’s optional MBUX Superscreen gave the dashboard an especially elaborate appearance. For me, it’s a bit too much tech, but it certainly looks premium. More on that later.

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The materials inside the E 53 Hybrid Wagon are top tier. Rich suede and leather, matte wood, and high-grade metallic surfaces abound. Red stitching all over the cabin add to its sportiness, and there are even red seat belts. The only blunder is the use of piano black on the haptic feedback steering wheel controls, which have their own usability issues.

Technology, Controls, User Experience – 8/10

The standard display arrangement includes a 12.3-inch digital instrument cluster and a 14.4-inch central touchscreen. The optional MBUX Superscreen adds a 12.3-inch front-passenger display, creating a colossal digital presentation across the dashboard that almost totally dominates the cabin. The larger issue is how much interaction Mercedes routes through screens and touch-sensitive controls. MBUX’s menus are an improvement over the previous iteration, but basic adjustments still divert too much attention from the road.

An available 3D instrument display adds another layer of visual punch, although I didn’t notice it immediatley. The effect is difficult to convey in photographs because it’s something the driver experiences from behind the wheel. It looks slick, but it’s wholly unnecessary.

Climate functions are a good example. Accessing temperature adjustments and related settings requires tapping the lower portion of the display and working through the interface. It’s an unnecessarily involved process for something drivers should be able to manage with minimal distraction.

Audio controls are even more frustrating. There’s no conventional volume knob, and the touch-sensitive slider below the screen proved difficult to use precisely. Sometimes an input produced a larger change than I wanted; other times, it barely seemed to register. The small slider on the steering wheel wasn’t much better. A physical volume knob would improve the daily experience more than a massive display or an additional passenger display.

Comfort and Space – 8.5/10

A fast family wagon needs to handle the family shuttling as well as it handles highways and backroads. This is where the E 53’s appeal became diminished for me. The front seats are superb with the right balance of cushioning and bolstering. Adjustability is excellent, despite the door-mounted controls. The suede inserts are grippy, and the headrests move forward and back, a nice touch that adds another level of comfort.

The rear outboard seats are comfortable, but the space around them isn’t especially generous. With a front occupant taller than six feet, the person behind has limited room to stretch out. Rear legroom is 36.2 inches, accompanied by 37.6 inches of headroom. Those figures are comparable to the M5 Touring’s, but the RS 6 Avant offers more room in both measurements.The center position is the bigger disappointment. A substantial center tunnel and the rear climate-control console consume much of the available foot space.

My test vehicle also lacked heated rear seats. At nearly $112,000, that omission felt Merc was nickel and diming. I would give up the fancy speaker grilles just to have this. Buyers should verify availability on the specific model year and vehicle they’re considering rather than assume a six-figure sticker means you automatically get this.

Cargo space is more than commendable in the E 53. It’s not as capacious as a GLE SUV, but it’s solid with 33.1 cubic feet behind the rear seats and up to 64.6 cubic feet with them folded. More important than just the numbers, its low, wide load floor makes loading heavy items and reaching farther into the compartment easier than in a taller SUV. The rear-seat accommodations might require some compromises, but the cargo area delivers the everyday versatility that makes this fast wagon so appealing.

Driving Experience – 9/10

The E 53 is quick and maneuverable. It doesn’t scare you the way the 717-hp BMW M5 Touring does, but the 577 horsepower from its inline-six and electric motor delivers performance that lands between composed and nutty. The transmission shifts quickly, and the car gets to 60 in four seconds. That’s properly quick, and the brakes are progressive and strong.

The combination of adaptive suspension, rear-axle steering, and all-wheel drive gives this wagon the ingredients for an engaging, daily manageable driving experience. It offers a persuasive alternative to an SUV for someone who also wants to fun behind the wheel. The E 53 Hybrid Wagon more than delivers. The quoted 41 miles of electric range is a boon for commuters, and that range is real. I was able to extract almost 40 miles before the battery was depleted.

Final Verdict – 8.75/10

The 2026 Mercedes-AMG E 53 Hybrid Wagon gets close to being the complete package. It’s fast, visually stunning, luxurious, and capable of handling some everyday driving on electricity. Against its high-performance wagon rivals, its lower starting price makes it even more appealing. But “less expensive” doesn’t mean inexpensive, and a nearly $112,000 test vehicle still invites more scrutiny beyond its performance and looks. It has to be family-friendly and quick to operate. It seems all three premium superwagons could use a lesson here. That said, the E 53 Hybrid Wagon is a worthy member of the German triumvirate, and I’d rather it exist with flaws than not exist at all.

But there are some great sporty BMWs to consider that fall into what the Bavarian manufacturer calls the ‘M Performance’ model range. These are the variants that slot in-between the full-fat M cars and the daily-driver models.

For many enthusiasts, an M Performance BMW is a great compromise thanks to its enhanced performance over the base models, and a price tag that is well below the M cars. We found the most affordable one of the lot, and put it to the test to see whether it could still double as a competent daily driver and a weekend toy.

The BMW M235 xDrive Gran Coupe

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Priced at $50,000 on the nose before taxes and other charges, the BMW M235 xDrive Gran Coupe is the most affordable M Performance model currently on sale, and almost exactly the price of the average new car sold in the US.

The M235 xDrive Gran Coupe is a good $10,000 pricier than the regular entry-level 228 Gran Coupe, but it comes with a lot more power, performance, and features for the extra outlay. It gets a 312-hp 2.0-liter turbocharged engine that’s unique to the M Performance models, a stiffer suspension setup, larger brakes, and the 7-speed dual-clutch transmission sends the power to all four wheels through the standard xDrive AWD system.

The Gran Coupe in the name refers to the coupe-esque body style, which gives the little BMW a sporty demeanor as well as the benefit of easier second row access thanks to its four-door layout. It is based on a front-wheel drive architecture that it also shares with models like the X1, X2 and the Mini Countryman.

Having experienced this model both on and off the track, we can say that it isn’t just a one-trick straight-line pony like some other AWD compact cars. It also turns in and exits corners with superb composure, the xDrive system apportioning power between the axles in a way that minimizes understeer and maximizes grip.

What About The Options?

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In terms of options, the M235 gets Alpine White as the only no cost color option, but most other hues are just a $650 extra. All interior leather colors are no cost as well, but there are several packages that can quickly push that base price uncomfortably close to the $60,000 mark.

The $1,750 Technology Package is the best value as it adds features like a Head-Up Display, Parking Assist Plus, and Video Augmented Reality Navigation. But if you want to max out the performance potential of your M235, then it will need the $2,550 M Technology Package which adds beefier brakes, sports front seats, 19-inch alloys with high-performance tires and M Shadowline lights.

Once you tick those boxes and factor in the delivery fees and state sales tax, the total will be pushing $58,000.

Are There Other Affordable M Performance Models?

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The X1 M35i uses the same running gear in a more practical subcompact SUV body, and costs just $2,400 more before taxes. But you do lose a bit of performance (the 0-60mph time drops to 5.2-seconds), and it’s not the sort of thing you’d want to take around a track on a regular basis. But it does offer way more passenger and cargo space, and benefits from a higher driving position which can help in the cut-and-thrust of the daily school run.

So, if you want to retain that coupe/sedan sportiness, the next best M Performance model is the awesome M240i Coupe. It may also be called a 2 Series, but it’s based on the RWD 3 Series chassis, and features the B58 3.0-liter inline-six turbocharged engine, which is in another league in terms of power and performance.

At $53,600 before taxes in RWD form, the M240i is another M Performance bargain, but you lose two doors and the center rear seat, making it less of a family-friendly daily driver compared to the M235. Wat your extra $3,600 gets you is an additional 75-hp, a far quicker 0-60mph time, and the handling balance that comes with a RWD-based sports car. For an additional $2,000, the M240i xDrive sends power to the front wheels as well, which helps lop another 0.3 seconds off the 0-60mph time.

And despite the larger engine, the M240i is more economical in both RWD and AWD forms than the M235. It may have less room in the back than the M235, bu tit has a marginally larger trunk, making it the default choice for couples who still have time before transitioning to ever larger vehicles to accommodate a growing family.

So, there you have it. Three affordable (By BMW M standards) M Performance models that come in at well below $60,000 if you are careful with the options and give you most of the buzz of a proper M car, without the sky-high price and fuel economy penalty that usually go along with it.

For its 90th anniversary, Dodge is going to reveal a new Mopar package for the 2027 Dodge Charger at SEMA 2026. This will be the fourth time that the American automaker has done this to a Dodge Charger since 2011, and it will be available for the two-door’s select trims.

In total, Dodge says that there will be 270 units of this package, 90 of which will be on vehicles offered in three exterior colors: Bludicrous, Diamond Black, and White Knuckle, which are hues that also give a nod to Mopar’s 90-year heritage. That leaves the remaining 180 units available for would-be buyers of the 2027 Dodge Charger, which can be purchased on top of a brand-new Charger for $10,995.

Charging Ten Grand More for a Charger

The official U.S. MSRP has already been unveiled ahead of time: $10,995, which leaves customers some time to decide and travel to Vegas for the SEMA show, where it will be first showcased. Either that or you can wait for in-the-metal photos and decide from there. Stellantis and Dodge haven’t sent out detailed photos just yet, but we have a group shot of the three cars in the three Mopar colors that are set aside for the commemorative units.

For customers who want the package on any of the Dodge Chargers and their various trims, don’t fret because Dodge is making this Mopar package available for select trims. The two-door Dodge Charger R/T and Dodge Charger Scat Pack plus models will be eligible to spec out with this limited-edition package.

As for the contents, the Mopar ’27 package includes the following:

• Direct Connection carbon-fiber front splitter  
• Direct Connection carbon-fiber hood with functional scoop 
• Direct Connection cold-air intake system  
• Direct Connection carbon-fiber rear spoiler 
• Unique bodyside and hood graphics  
• Serialized Mopar ’27 / Mopar 90th anniversary under-hood plaque mounted on the radiator closeout panel 
• Unique interior badge on dashboard 

Mopar Models

For the Mopar ’27 models, the production run will start with the Charger R/T variant. The R/T delivers 420 horsepower from the twin-turbo Sixpack engine. It has all-wheel drive and on-demand rear-wheel drive. Acceleration is said to be 4.6 seconds from 0 to 60 miles per hour, and Dodge claims that it can run a quarter mile in just 12.9 seconds.

The Scat Pack Plus turns things up a notch, with leather performance seats, 20 inch by 11 inch wheels, the Carbon and Suede Package, and the Blacktop Package. For collectors and enthusiasts, this is the configuration to get if you want the best version of the Mopar Package. Power is up from the R/T, now at 550 horsepower from the 3.0-liter twin-turbo Sixpack motor that’s been upgraded with forged internals, twin Garret turbos, and a charge air cooler from the factory. The same all-wheel drive and on-demand rear-wheel drive are still available, but 0 to 60 times are now 3.9 seconds, and the quarter-mile time goes down to 12.2 seconds.

In addition to that, there will be three additional factory-backed performance parts for the Dodge Charger for customers who want to further personalize their cars. These performance bits include a cat-back exhaust for the 3.0-liter inline six, a performance suspension spring kit, and 21 inch by 11 inch Brass Monkey wheels.

My test vehicle was a top trim 2026 Golf GTI Autobahn with a starting price of $42,480. Standard feature highlights included 19″ alloy wheels with summer performance tires, LED automatic headlights, adaptive front lighting system, multi-mode DCC adaptive chassis control, power folding/heated mirrors with memory/puddle lights, panoramic sunroof, rear roof spoiler, leather seats, heated/ventilated front seats, heated rear seats, heated leather sport steering wheel, ambient lighting, head-up display, 12.9″ touchscreen, Harman Kardon premium audio w/ subwoofer, wireless charging, and wireless smartphone integration. With options and the $1,275 destination charge, the total price came to $44,210.

Exterior Styling – 9/10

The Golf GTI is one of the most recognizable vehicles in automotive history. Its two-box hatchback shape continues to look sharp, attractive, and consistent with the same essential look over generations. With ongoing changes to its front and rear fascias, lighting, body creases, etc., its essential shape has stood the test of time, and you’d have to be a car idiot to not know the GTI and the Golf on which its based. In 2025, the GTI received new headlights and taillights to keep it fresh, but the rest of the vehicle remains largely the same, meaning handsome.

VW makes occasional tweaks to the GTI, but it’s wise to have kept it from being overstyled. Flourishes like the honeycomb lower grille with its integrated fog lights and the new wheels 5-hole wheels that nod to the Mk6 GTI’s “salad shooter” style wheels. These look better and scrapes will be less noticeable due to the elimination of the original’s flat faces. The body has crisp lines, perfect overhangs, nary a hint of chrome, and the easily-recognizable C-pillar. It’s a formula that’s pretty much never wrong. VW should offer its design consulting services to the team that designed the current Subaru WRX.

Interior Style and Comfort – 8/10

Now, to the interior, which isn’t commensurate with the exterior or with the GTI’s legendary road manners. Although it has racy-looking sport seats, and a great black/grey/red colorway to match the exterior, the cabin looks and feels cheap for the $44k asking price. The modern lines on the dash and center console work well, but the overuse of hard plastics and the fingerprint-happy piano black plastic do the GTI’s cabin a disservice.

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Details like the red stitching, aluminum sport pedals, and perforated upholstery fit the bill, but the unimaginative and plasticky door cards leave much to be desired. For what is, effectively, a premium hot hatch, the touchpoints on the door armrests and the center console armrest, as well as the shifter surround, feel hard and low grade. When Hyundai, Kia, and Mazda do this better on cheaper models, it’s just wrong.

The front seats are supportive but a bit on the firm side for my liking. On the top Autobahn trim, heated leather seats are standard. The rear seats provide 35 inches of legroom, which is surprisingly roomy for a compact hatchback. Its closest competitor provides quite a bit less. The GR Corolla has 29.9 inches of rear legroom.

Infotainment, Controls, User Experience – 7.5/10

For the GTI’s 7th generation, its Achilles heels has always been its overdone infotainment system. The 12.9″ center touchscreen seems oversized for a driver-focused hot hatch. The problem isn’t just the screen size but the overdependence on it for the most basic controls. Yes, it has climate and audio sliders below it (finally backlit), but the sliders are horrendously bad to use while driving. It’s like doing an adult coloring book while on a carnival ride. Would a few knobs kill them?

In an effort to make its interiors more modern and minimalist, VW has complicated simple operations. Menu diving continues to impede a good user experience, and the lack of switchgear distracts from the GTI’s driver-focused mission. Aeast the steering wheel controls are no longer haptic feedback as of 2025. They’re far easier to use and don’t pick up smudges like the old ones. It’s a small victory but not nearly enough.

The Driving Experience – 9/10

I’m generally not a fan of front-wheel drive sporty cars, but the GTI is just so well-balanced and responsive. It’s not just the turbocharged 2.0-liter four-cylinder producing 241 horsepower and 273 lb-ft of torque that thrills, but the quick-shifting seven-speed DSG dual-clutch automatic. Although the GTI isn’t as engaging without the manual, the DSG’s responsive programming keeps the GTI connected and quick. Sport mode adopts a more aggressive shift strategy, and steering-wheel paddles let the driver take control when a winding road calls for greater involvement. That said, it’s no replacement for a three pedal setup.

The Autobahn’s handling is equally compelling, combining quick, direct steering with a balanced chassis and a limited-slip differential that helps the front tires put power down effectively when exiting corners. Standard summer tires provide substantial grip, while the adaptive dampers keep body motions tidy while maintaining composure over rough pavement. It’s more compliant than a WRX in everyday driving.

The steering’s precision makes the GTI easy to place through successive bends, although drivers who prefer more effort may find it a little light even in Sport mode. Strong braking performance and reassuring pedal response round out a driving experience that feels agile and composed but still ready for everyday driving. It’s one of those cars that makes you come up with excuses to go out and toss around, even if it’s just through the neighborhood.

Final Thoughts

It’s possible to really love the GTI, even without the manual transmission. I lament that loss like a bad breakup, but the GTI still thrills. A return to a more analog experience inside would vastly improve the user experience, but that’s unlikely to happen in this generation. I celebrate the fact that the GTI continues to exist in a world of boring crossovers.

Honda Racing Corporation (HRC) is going to compete at the 2027 Score World Desert Championship. The Honda Passport “Baja Spec” race truck will be unveiled on October 29, 2026, and if you want to see it in the metal, it’s going to be on display at the 2026 SEMA Show from November 3 to 6, 2026.

Who knew that the Passport could look so bad-ass? The teaser shows a side profile of the soon-to-be-unveiled race truck, and it looks like it will be absolutely ridiculous. The Honda Passport Baja Spec will have 1,300 under the hood, feature Honda’s latest and greatest technologies for going fast off-road, and it will also be driven by two-time Baja 1000 winner Bryce Menzies.

HRC Returns to The Desert in 2027

The Big H is no stranger to Baja racing. Honda is the winningest manufacturer in Baja-spec motorcycle history, with 22 victories in its trophy cabinet and numerous class wins. The Japanese brand has also taken its two-wheeled expertise to the four-wheeler classes, amassing 17 class victories since 2015, which include four wins at the Baja 1000 and five at the Baja 500. Now, the brand has already set its sights on the 2027 Score World Desert Championship, and it has the right Passport for the job, figuratively and literally.

All we see is a side-profile silhouette of the Honda Passport Trophy Truck, but we can already tell it’s going to be an absolute menace in person. In fact, so much was done that I guess corporate had to put the “Passport” nameplate on the side of the car, lest people forget the car that it is based on. However, as with most Trophy Trucks, it’s obvious that a lot of reengineering was done in order to get this up to a Baja Spec.

Stay Tuned for the Dunes

For now, this is just a sneak peek, but the reveal is shaping up to be one for the books, especially for Passport fans and owners. With 1,300 horses under the hood, massive tires, and bodywork that’s sure to make its mark on the desert dunes, Honda might have a very eventful season in front of it.

This truck takes all of the latest and greatest technologies from Honda’s motorsports efforts, ranging from Formula 1, IndyCar, and IMSA, in addition to its already storied history in the desert rally stage. HRC U.S., if you’re unaware, heads all of Honda’s racing efforts, and engineers cars to compete at the highest levels.

Again, the reveal is set for October 29, 2026, and it will be held at a private event in Downtown Los Angeles and hosted by the Menzies. Following that is a public unveiling at the HRC booth at SEMA 2026 from November 3 to 6, 2026.

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It was already an older car, but those weekend drives lit a fire that has yet to go out. Decades later, the GranCabrio and its fixed-roof cousin, the GranTurismo, bring back some of that feeling. Fortunately, this isn’t simply nostalgia doing the heavy lifting. My GranCabrio Trofeo had an exceptionally persuasive argument under its hood.

Powertrain and performance

The Trofeo’s 3.0-liter twin-turbocharged Nettuno V6 produces 582 horsepower and 479 pound-feet of torque. That’s a 40-horsepower increase over the previous model year. Maserati’s patented pre-chamber combustion technology has motorsport roots, while cylinder deactivation helps manage fuel consumption when you aren’t exercising all those Italian horses. There’s no hybrid system here, just a muscular engine with a rather enthusiastic exhaust.

An eight-speed automatic sends power through a rear-biased all-wheel-drive system, with an electronically controlled limited-slip rear differential helping put it down. Maserati claims 0–60 mph in 3.4 seconds and a 196-mph maximum. The Trofeo also gets standard staggered forged wheels measuring 20 inches up front and 21 inches at the rear. This is serious performance hardware beneath a body that looks perfectly happy parked outside an expensive lunch.

The transmission isn’t a dual-clutch unit, but its quick shifts suit the engine beautifully. Acceleration feels immediate and sustained, accompanied by an exhaust note that makes the corners of your mouth rise involuntarily. Some cars need simulated sound to manufacture excitement. This one appears to have hired an angry Italian tenor.

Ride and handling

What impressed me most wasn’t simply the speed. It was the GranCabrio’s ability to settle down when I stopped asking for it. In GT mode, the ride is comfortable enough to support the grand-touring promise. Select Sport or Corsa, and the car becomes more insistent, with sharper responses and a considerably less discreet soundtrack. Standard adjustable air suspension helps reconcile those personalities.

Despite the large cabin opening, the structure feels stout through the corners. I didn’t get the impression that the front and rear were debating separate travel plans. Steering response is precise, and the weighting feels appropriate, although I would appreciate more feedback through the wheel. The car tells you where it’s going clearly enough; I simply wanted a little more conversation about the pavement.

This is still a substantial four-seat convertible, so expecting lightweight roadster behavior would be unreasonable. Nevertheless, it changes direction with confidence, and its rear-biased character keeps the experience entertaining. More importantly, it doesn’t demand that you drive aggressively to enjoy it. A relaxed coastal cruise can be just as rewarding as a winding road.

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Exterior and interior design

I haven’t loved every Maserati convertible from the past few decades. Some looked a little too bulky or overly concerned with announcing their grille. The current GranCabrio gets the proportions right: a long hood, flowing shoulders, sculpted flanks, and a neatly resolved rear incorporating four exhaust outlets. The updated nose sharpens the appearance without overwhelming the rest of the car.

Related: BMW vs. Lexus vs. Mercedes-Benz: Which Brand Has the Happiest Owners?

It looks expensive without appearing desperate to prove it. That’s an increasingly rare skill.

Inside, the material quality and overall fit impressed me. My test car’s bright contrasting stitching drew mixed reactions, but it didn’t bother me. There are plenty of ways to personalize one, and I would rather see somebody exercise a little imagination than order another six-figure vehicle in Accountant Gray.

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The back seats also deserve attention. These are usable accommodations rather than upholstered suggestions. Average-size passengers can fit, provided those up front cooperate with seat positioning. I wouldn’t put an NBA center back there, but bringing friends along is a realistic proposition. That gives the GranCabrio a useful distinction from strictly two-seat roadsters.

Luggage requires more discipline. Maserati lists approximately 6 cubic feet of trunk capacity for the combustion models, with less space available when the roof is lowered. Pack soft bags and leave the oversized suitcase at home. The fabric roof opens in approximately 14 seconds and closes in around 16, and it can operate at speeds up to 31 mph. Standard Trofeo neck warmers help extend the open-air season.

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Infotainment system conundrum

The cabin’s screen arrangement includes a 12.3-inch central touchscreen and an 8.8-inch lower comfort display, alongside a separate digital instrument cluster. The layout looks sophisticated, but looking sophisticated and being convenient are two different assignments.

My main complaint involves the relationship between the lower touchscreen and the push-button gear selector. Reaching for a gear with my ham-fisted mitts occasionally resulted in an unintended climate adjustment. I wanted Drive, not a warmer backside. The buttons are attractive, but I would happily exchange some visual drama for a conventional gear lever and dedicated climate controls.

Related: Bugatti CEO Says a Manual, 986-HP Tourbillon Is Possible

The touchscreen roof operation also feels unnecessarily fussy. Having to locate and slide an on-screen control requires more attention than I think this task deserves. A proper switch would do nicely. The Android-based operating system isn’t inherently a problem for an iPhone owner; my frustration concerns the interface and control placement.

Final thoughts

Maserati lists the 2027 GranCabrio Trofeo from $176,200, before destination and options. That’s serious money, and personalization can push the total well beyond $200,000. The broader lineup offers a 483-horsepower gasoline version, while the electric Folgore delivers 751 horsepower for buyers who want their Italian grand tourer with a charging cable.

For me, the Trofeo supplies the right combination. It’s fast, comfortable, attractive, and engaging without requiring constant effort. The screens need refinement, and nobody will mistake the trunk for a family vacation solution, but those shortcomings don’t extinguish its appeal.

My father’s Indy taught me that a car could make an ordinary weekend feel special. The GranCabrio Trofeo understands that assignment. Fortunately, it also brings 582 horsepower to class.

Related: Genesis GV70 vs. Maserati Grecale: Sensible Luxury Meets Italian Temptation

Bugatti’s lineage may span over a century, but over the last 20 years, it’s been known as the purveyor of some of the most extreme hypercars the world has ever seen. From the Veyron to the Tourbillon, its cars will happily blow past 250 mph while offering a dash of luxury, all while being undaunted to drive at saner speeds.

More recently, the French automaker has been churning out exquisite one-offs for its very special (and ultra-wealthy) clients. Some fine examples include the Brouillard that just went home to its owner, the stunning Destrier, and the wonderful F.K.P Hommage. Also, it’s just started to explore more ideas and options for the Tourbillon.

The CEO Says Expect Even More

Mate Rimac, the current CEO of Bugatti, says it now has the freedom to do even more extreme projects. That’s mainly because the Rimac Group has bought the brand in its entirety from the Volkswagen Auto Group, with Porsche selling the last of its stake just a few months ago.

Rimac recently sat down with Top Gear and shared what he wants to happen to Bugatti in the coming years. Hint: There will be simpler cars and a whole lot of horsepower coming soon. “Now with the freedom, having the company independent from any car manufacturer, we can really think long-term and do bold things. And we will do lots of cool stuff,” said Rimac.

No Holding Back

That’s not to say VW had a short leash on Bugatti, but being part of a conglomerate has limitations. Now that it’s on its own, the company can let its hair down even more. When asked if sticking with a manual in a Tourbillon was possible, Rimac simply said, “Absolutely. You bet.”

Now, this doesn’t mean the project manual Tourbillon is a go, but rather that Bugatti says it has the capacity to build it. That would mean dropping the electrification bits, which would also shave off about 600 lbs. It would also mean 986 hp, 16 cylinders, and three pedals, making it a recipe for a really wild ride.

Rimac didn’t go into greater detail, but at least we know the gears are moving with that idea. As it’s now a smaller, independent automaker, Bugatti isn’t bound by strict emission rules and regulations that have forced many automakers to electrify their performance vehicles.

Back to Basics?

The Tourbillon is an amazing feat of engineering, and you don’t have to like cars to appreciate the work and attention to detail that was put into building it. That said, Rimac would also like to go back to basics with the brand. “I think the Tourbillon as it is now made a lot of sense as a successor to the Chiron. It’s an incredible car. But I wonder myself, what’s next for Bugatti and what would be interesting to do? And I think light weight and simplification of stuff,” said the CEO.

Now, this doesn’t mean the company will stop making its luxury hypercars. However, Rimac has a different kind of Bugatti in mind to complement its leather-lined top-speed missiles. The man would like something in the lines of the Type 35, one of the most successful race cars of all time. “Instead of a sledgehammer as Bugattis were the last 20 years, could you do something that’s also more engaging, more back to the roots, more Type 35? There’s so many ideas,” said Rimac.

Again, he didn’t delve deeper into that idea; it would certainly be an interesting concept. A lightweight, eight-cylinder, open-top speedster with a manual and zero electrification would be the perfect contrast and complement to what Bugatti has been building for over 20 years.

Younger generations may find it hard to believe that Porsche was nearly bankrupt in the early-’90s. In the late-’80s recession, slumping sales, and internal mismanagement nearly brought the company to its knees. To save the company, it needed an overhaul, and it got help from Toyota to fix how it was run. It worked, but Porsche needed new products to actually make money again.

First, the Boxster brought more people into its showrooms. But the breakthrough came in 2002 with the Cayenne, Porsche’s first-ever SUV. It may have angered Porschephiles, but it printed money for the brand and became the company’s fastest-selling model. That was until the Macan arrived in 2014, and it quickly took that title from its big brother in practically no time.

It took the Macan just 12 years to hit a million cars. For comparison, the Cayenne took 18 years, while the 911, admittedly a specialty model, took over half a century to achieve that. The first-gen Macan had a long production run, and the last cars rolled off the assembly line just this year. Right now, the second-gen Macan is electric-only, and there has been a noticeable sales dip. Still, at least Porsche will make a second-gen combustion-powered Macan successor, possibly called the Octan, but we’ll have to wait for it a little longer.

An Interesting Development from Germany

We know that the future gas-fed Macan/Octan will share more bones with the Audi Q5. Porsche isn’t making much of an effort to hide it, either, as the test mules have literally been wearing the Q5’s body. But underneath the Audi skin (for now) is the promise that it’ll still drive as a Porsche should.

However, a new report from Germany recently piqued our interest. A report from Auto Motor und Sport has mentioned that the compact luxury crossover might be offered with V8 engine. That was from spies scouting around the Nürburgring, observing that the test mule didn’t sound like a V6 at all. A spy video backs that claim, and you can hear it for yourself below.

Unmistakable Soundtrack

For our ears at least, the soundtrack is unmistakably V8. If the burble at low speeds isn’t enough to convince you, the sound it makes at full throttle should remove any remaining doubts. Now, there are two scenarios we can think of here: the first is that Porsche might actually stick a V8 in its compact crossover.

The other theory? This could be a test bed for V8 power in smaller applications of Audi’s Premium Platform Combustion architecture, which will also be shared with more Porsche models. Either way, it’s an interesting development, and it could be a first for Stuttgart’s compact crossover.

As for the engine, it’s likely to be the 4.0-liter twin-turbocharged V8 engine that’s seeing service in the Cayenne and Panamera. It could have more power, or it could be detuned since the Macan/Octan is a smaller vehicle. But if Porsche puts a V8 in it, we might see at least 468 hp and 442 lb-ft, like in the current Cayenne S. Optimistically, output could reach 591 hp and 590 lb-ft, matching the all-new Audi SQ7. Still, we’ll have to wait a while for the full picture, as the compact Porsche crossover is expected to premiere in the first half of 2027.

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The Manual Makes The Difference

The Integra A-Spec represents one of the last examples of a dying breed of automobile in North America: the affordable, manual hot hatch. An important detail behind that A-Spec badge, though: in the U.S., the six-speed requires the Technology Package. The less expensive A-Spec uses a CVT. Choose the manual, and Acura also supplies a helical limited-slip differential and automatic rev matching. The 1.5-liter turbocharged four-cylinder produces 200 horsepower and 192 lb-ft of torque. Peak torque spans 1,800 to 5,000 rpm, giving the engine a useful working range before its 6,500-rpm redline. Those numbers suit a car weighing just over 3,000 pounds, though shoppers expecting dramatic acceleration should temper their expectations.

I found the engine responsive and the performance ample for an entertaining on-ramp or cloverleaf, but not especially dramatic. The gearbox was the real attraction, with clearly defined gates, tidy throws, and an accommodating clutch. It made operating an otherwise sensible car something to look forward to—an element of otherwise dull daily driving that manual transmission enthusiasts perhaps miss most. The pleasure of engaging with a machine needs to survive those otherwise boring journeys, especially when an automatic would be easier. Acura gives you a good reason to keep reaching for the lever.

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Comfortable Enough To Enjoy Every Day

The steering’s accuracy carried through the rest of the drive, and the suspension allowed some body movement without spoiling the fun. More importantly, the A-Spec rode beautifully, and Comfort mode calmed the ride tremendously when I just wanted to cruise. Adaptive dampers come with the Technology Package, alongside Comfort, Normal, Sport, and customizable Individual drive modes. Having that adjustment makes particular sense in a car whose job description includes both the commute and the occasional weekend jaunt.

I can see the appeal for someone who enjoys driving but also needs to cover the school run, a wet commute, and a weekend away. The car has to earn its place on all of those trips. For 2026, Acura has freshened the A-Spec with new wheel designs, additional aero detailing, and extended ambient lighting. Performance Red Pearl cars like the one I drove also receive a color-matched grille.

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The Hatchback Is A Major Part Of The Attraction

The liftback body deserves as much attention as the manual transmission. Acura lists 24.3 cubic feet of cargo room, and the rear seatbacks split and fold. A larger opening makes it easier to fit awkward luggage than feeding it through a conventional trunk, which is especially appealing if this will be your only car. Before signing up for a crossover, consider whether a hatchback already covers the bags, shopping, and weekend gear you actually carry. The Integra gives enthusiasts a useful answer to a familiar question: how much fun can you retain when the car also has to be sensible?

The Technology Package also includes heated microsuede-trimmed front seats, a head-up display, and a 16-speaker ELS Studio 3D audio system. A moonroof comes standard, too—something you lose when you upgrade to the Type S. Every 2026 Integra now gets a nine-inch touchscreen, wireless Apple CarPlay and Android Auto, and wireless charging. When you choose this version, you’re paying for better audio, seat trim, a head-up display, and adjustable suspension.

The Real Verdict

The manual A-Spec with Technology Package starts at $39,200 in the U.S., or $40,595 with Acura’s current $1,395 destination charge, before premium paint. That puts it $14,700 below the Type S on the same basis. The EPA rates it at 26 mpg city, 36 highway, and 30 combined. The Civic Si deserves a place on the shopping list for anyone who wants an engaging manual for even less, but the Acura’s hatchback and extra equipment help justify the added cost.

I’d still stretch for the Type S if driving excitement were the overriding priority. I explored that choice in my A-Spec versus Type S comparison, but I am admittedly a fool with my money. For someone who wants a comfortable daily driver with a rewarding manual and useful cargo space, the A-Spec deserves serious consideration. Its blend of comfort and involvement earned my vote after just half an hour, and it’s worth commending that a vehicle like this even exists in 2026, when seemingly every alternative has swapped engaging driving dynamics for huge screens and automated assists. It’s one of the last examples of a dying breed, and it’s a damned good one.

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Manufacturers love tacking on more sales to customers; they find ways to entice buyers to spend more on their cars. This is even more common with performance or special-edition cars. Even though these cars are engineered and built with top performance in mind, car makers still offer extra performance goodies you have to pay extra for.

In Cadillac’s case, the CT5-V Blackwing already represents the most extreme version of this model. Yet, as an add-on, you can get the Precision Package, which will give you extra performance parts. Unfortunately, it seems Cadillac forgot to include a vital part of that package when delivering the car to some customers.

Missing Links

General Motors (GM) just released a Customer Satisfaction Program bulletin (N262573420). In collaboration with NHTSA, this bulletin covers a strange mistake on Cadillac’s part. According to the document, certain Cadillac CT5-V Blackwing owners who purchased the Precision Package have missing rear suspension toe links. The document describes the mishap as: “Certain vehicles listed above, equipped with the Precision Package, may be missing the supplementary performance toe links that were to be delivered in the vehicle’s trunk.”

The bulletin also lists the specific parts that were supposed to be included in the package but are missing:

Dealers are advised not to order the missing parts in stock and are told to identify the exact customers affected by this bulletin. Affected customers will be notified about getting the missing parts via a mailing advisory. The document also simply lists the fix procedure as putting the missing parts in the trunk of the car. The document does not list the exact number of affected cars, but GM believes only a small batch is affected.

Precision Pack

Cadillac’s Precision Package is an $18,000 performance-oriented add-on. It was primarily designed as a track-focused chassis upgrade that significantly alters how the CT5-V Blackwing performs and handles on track. It features a reworked, stiffened suspension system; new steering knuckles; the (missing) rear suspension links; carbon-ceramic brakes; and a digital software retune that changes how the limited-slip differential reacts.

What It’s Worth Right Now

Classic.com’s Cadillac CT6 market report pegs the average sale price at $68,500, but that’s based on just three sales. The cheapest went for $66,500, the priciest for $70,500, and the latest also landed at $66,500. Keep in mind, these numbers are for the regular CT6, not the fire-breathing CT6-V, so take them with a grain of salt.

Looking at current listings, there’s a 2019 CT6-V Blackwing with 29,000 miles asking $67,977, another with 67,000 miles at $47,950, and a low 22,000-mile example last seen at $68,900. Of course, these are just asking prices, not what people actually paid. Condition and history can swing values all over the place.

Right now, this CT6-V sits at a $27,500 bid on Cars & Bids – well below the sticker shock of those other listings, but the auction isn’t over yet. Mileage, damage history, and a few cosmetic blemishes will all play into the final price. There’s no crystal-clear market value here, so the hammer price will tell us what buyers really think.

Condition and Details

The star of the show is the hand-built 4.2-liter twin-turbo Blackwing V8, complete with twin-scroll turbos, forged rods, and a forged crank. It cranks out 550 horsepower and 640 lb-ft of torque, launching the CT6-V to 60 mph in a claimed 3.8 seconds. Power goes through a 10-speed auto and all-wheel drive, while Magnetic Ride Control keeps things smooth when you’re not mashing the throttle.

It’s loaded, too: 20-inch Midnight Silver alloys, dual sunroofs, heated and cooled front seats, heated rears, rear-seat entertainment, Bose Panaray audio, and adaptive cruise. No wild mods here, just factory goodness. You also get two keys, headphones, warranty docs, service records, and a spare tire. There’s even an Ally Premier Protection plan that’s supposed to last until March 2029 or 87,829 miles—just double-check the fine print.

It’s not perfect. Carfax shows minor damage in October 2020 and March 2025, with repair docs in the gallery. Expect some chips, scratches, bumper scuffs, curb rash on the passenger wheel, and wear on the driver’s seat bolster. Maintenance is up to date, with new tires and alignment in March 2025, plus fresh fluids and filters in October 2025. If you’re serious, get a specialist to check it out before you bid.

The Offer

Interested in this Cadillac CT6-V? View the listing here.

What Makes the Cadillac CT6-V Unique

The CT6-V is what happens when Cadillac stuffs its full-fat, 550-horsepower Blackwing V8 into a big luxury sedan. Forget the detuned CT6 Premium – this one gets the whole 640 lb-ft and a claimed 3.8-second dash to 60. All-wheel drive, serious performance gear, and a plush cabin make it stand out in a sea of luxury rockets.

Cadillac pulled the plug on the CT6 in 2020, which only makes the V even rarer. But if you’re thinking about buying, remember: specialist service and parts can be tricky. Auction comments mention tough repairs and hard-to-find components, so a deep inspection is a must if you want to avoid headaches down the road.

Final Thoughts

With a $27,500 bid on the table, this CT6-V is definitely one to watch. But the real story is the car’s condition and how well it’s been looked after. The monster engine and loaded spec are tempting, but don’t ignore the damage history and cosmetic flaws.

If you’re thinking of bidding, check the repair docs, make sure the protection plan is legit, and get the engine, transmission, suspension, and AWD system inspected. For anyone hunting a rare luxury sedan with a hand-built V8, this Cadillac is a tempting choice – if the condition and running costs add up.

Disclaimer: This post is for informational purposes only. We are not a dealership or broker. All vehicle specifications, pricing, and availability are subject to change without notice. We are not responsible for typographical errors, omissions, or the accuracy of the provided information. Please verify all details directly with the seller.

At the 2020 Battery Day, Elon Musk took the stage and announced that the EV maker would move away from 2170 cells to 4680 cells. These new and “improved” batteries eventually made their way into the packs of 2023 Tesla Model Ys and later the Cybertruck.

It looked promising, with Musk touting that the 4680 form factor (46mm in diameter and 80mm tall) would deliver up to five times the capacity of a 2170 cell and up to six times the power. In addition to the larger size, Tesla also considered improving its chemistry, with a high-nickel cathode and a silicon anode.

However, once the 4680s left the production line and reached consumers, as with the 2023 Model Y AWD, Tesla owners were disappointed: the battery delivered poor charging performance, and Tesla canceled the 4680 version of the Model Y entirely.

Strike Two: Cybertruck and Cyber Cells

After the Model Y, the Tesla Cybertruck was slated to receive the new 4680s in its battery pack. When Tesla announced the Cybertruck, the crowd was disappointed to learn the electric pickup would use revised versions of the 4680 cells, dubbed Cybercells. Tesla said this second outing had 10% higher energy density, but was about on par with the 2170 cells that it replaced.

On top of the only modest bump in energy density, customers also complained that charging performance was still subpar, with charging times stretching beyond 30 minutes from 10% to 80% state of charge. Tesla did try to rectify the issue with a software update and roll out its 800-volt charging standard, but that did little to improve the Cybertruck’s reputation at the plug.

Strike Three?: Roadster

After the October 15 launch of the Tesla Roadster this year, sources learned it uses 4680 cells. Of course, most people’s eyes were glued to the stunt demo with the thrusters, but hardcore Tesla fans were wincing at the fact that Tesla’s still trying to make its 4680 work after all this time.

In an interview with Hagerty, Tesla’s chief of engineering, Lars Moraby, said the Roadster uses “special cells” with special chemistry. That, in turn, will improve charging performance over the Cybertruck. The Roadster’s 4680 cells use aluminum instead of steel to house the cells, improving heat dissipation and theoretically improving charging performance.

The main reason charging performance on the Cybertruck and Model Y was so poor was subpar thermal management. The Roadster will use double-sided cooling jackets and cool each 4680 cell individually. Improving the cooling system improves not only charging performance, but also real-world performance. Moraby said that Tesla Roadster owners will be able to push the car on track for about 20 minutes at a time, with a 10% to 80% charge happening in just 10 minutes.

For now, that is all claims and yet-to-be-delivered promises. Tesla has also yet to deliver the Roadster to consumers, even asking for a hefty sum from interested clients who want to reserve one right now. Early adopters might think the brand has finally fixed its 4680 format once and for all, but I think the rest of us should wait until Tesla actually delivers the Roadster after all these years.

Winner: Nissan Z NISMO

For the 2027 model year, the Nissan Z NISMO wins our Best High-Performance Car category. Now available with a six-speed manual transmission, the 3.0-liter twin-turbocharged V6 has had its throttle and ignition timing revised to suit. 420 horsepower and 384 lb-ft of torque are sent to the rear axle through a stronger clutch than the regular Z, operated through a new shifter with a shorter throw. Two-piece iron-aluminum brake rotors mean more time on track and shed 19 pounds of unsprung weight, while a slicker steering rack makes the Z NISMO easy to place in the tightest canyons.

Inside, a 12.3-inch digital gauge cluster and a 9.0-inch central touchscreen with wireless Apple CarPlay are laid out neatly, and the cabin still has physical buttons so you can keep your eyes on the next apex. Combined with unique styling inside and out, including gorgeous Recaro bucket seats, the Z NISMO is essentially an aftermarket version of the regular Z, yet it still has a factory warranty. As a relatively affordable way of hooning, a rear-wheel-drive Japanese sports car is hard to beat, but the Z NISMO stands out for combining turbo power, range-topping bragging rights, and a manual transmission.

Z NISMO Pros

• It’s a genuine, platform-specific, RWD, two-seat sports car
• Aggressive, retro styling stands out
• Manual option adds huge driver appeal
• Twin-turbo V6 is reliable and powerful
• Recaro seats and physical buttons focus the cabin

Z NISMO Cons

• Cargo area is small (6.9 cubic feet)
• V6 is thirsty when driven hard
• Six-speed manual option will be highly limited

Nissan Z NISMO Scores:

Performance: 4/5

Driver Appeal: 4.5/5

Daily Usability: 3.5/5

Who’s It For?

The 2027 Z NISMO is for the enthusiast who wants a pure sports car with a manual transmission, enough power to drift, enough braking power to attack a track, and no reliability concerns. While the manual is rare, the Nissan Z NISMO’s relative ease of availability compared to some German sports sedans and sports cars makes it less of a liability as a daily driver, too.

Recommended Trim

The 2027 Nissan Z NISMO is available with either a six-speed manual or a nine-speed automatic transmission, and we’d select the former. However, the auto’s launch control function is a bonus not offered with the three-pedal. Can’t afford a NISMO? The mid-range Nissan Z Performance trim is the best balance of comfort and price.

Runner-Up 1: BMW M3 CS Handschalter

Due to its limited availability and six-figure asking price, the 2027 BMW M3 CS Handschalter narrowly misses out on top honors. Lighter and less powerful than the automatic option, the Handschalter gives the final G80 model year a six-speed manual, and with retuned suspension and all 473 hp going to the rear axle, it’s an instant classic. That means opportunists won’t drive it as much, but those that do will get the benefit of CS-specific tuning without the weight of all-wheel drive, and as Bimmer enthusiasts know, BMW does its best work when those two letters are slapped onto an M car.

It’s worth noting that you have to order M Carbon Ceramic brakes (painted red or gold) to get the best out of the stick-shift M3 CS’s handling ability, as this cuts 31.5 lbs of unsprung mass and contributes to an overall weight reduction of 75 lbs. You also need to spend a little more to get the best tires ($600) and an aluminum front strut brace ($1,100), but put some paint protection film on the car, accrue a few thousand miles over the next five years, and you’ll likely still recover the $107,100 asking price (plus $1,350 for shipping). Opt for Techno Violet or Imola Red paint at $4,500, and your M3 CS Handschalter will likely be even rarer, and thus more valuable. The S58 3.0-liter twin-turbo inline-six is practically bulletproof, the G80 cabin still has physical buttons, the trunk is deceptively large, and there’s enough seating to get the whole family sideways. Unless you need an SUV or AWD, this might be the perfect one-car garage-filler.

BMW M3 CS Handschalter Pros

• Single model-year availability makes it rare
• Manual transmissions are particularly unusual in this segment in 2027
• Upgraded handling dynamics promise a sharper driving experience
• Ditching AWD saves weight, making this the most fuel-efficient M3 CS variant
• S58 engine is strong, responsive, and reliable
• Spacious interior is remarkably practical

BMW M3 CS Handschalter Cons

• Rarity will result in limited availability, markups, and limited use by eventual buyers
• Less power than a “normal” M3 CS with AWD
• Six-figure asking price keeps rising with options
• Fuel economy is not its forte

BMW M3 Handschalter Scores:

Performance: 4.5/5

Driver Appeal: 4/5

Daily Usability: 4/5

Who’s It For?

The successful individual with a six-figure salary who wants a practical yet fun, fast yet safe, and streetable yet sought-after sports sedan that is highly unlikely to depreciate heavily.

Recommended Trim

The M3 CS Handschalter is a singular variant only available for 2027. However, automatic CS variants will continue to be offered, and for now, the regular M3 (non-Competition) can also be had with RWD and a manual, just without the CS carbon fiber and handling upgrades. If you can’t get a CS Handschalter, a base M3 is almost as exciting for much less money.

Runner-Up 2: Audi RS 5

The 2027 Audi RS 5 has gained a lot of weight in becoming a plug-in hybrid, and while the efficiency benefits of such a powertrain depend on how the driver uses the car, the new RS 5 is so much more than just a 2.9-liter twin-turbo V6 with an electric motor bolted to the eight-speed automatic. Audi has debuted what it claims is the world’s first electromechanical torque vectoring rear transaxle, and that means the new RS 5 can burn its tires much better when you let your hair down and will steer more sharply when you’re taking driving seriously. By all accounts, the 5,192-lb curb weight is beautifully masked by the chassis dynamics, helped by the wider track within gorgeously bulging wheel arches.

The M3 is a great all-around daily driver, but the RS 5’s mix of AWD and a 40-mile EV range makes it even better all year round. While the RS 5 is no longer available as a coupe and is unlikely to be offered as an Avant/wagon in the U.S., the sedan looks more aggressive than many two-door sports cars, and the hatchback tailgate means loading suitcases and groceries is easier than in direct competitors. 630 hp, 0-60 in around 3.5 seconds, and a top speed of up to 177 mph. What more could you want?

Audi RS 5 Pros

• 630 hp is plenty for a compact sports sedan
• Clever torque vectoring system means sharper dynamics
• PHEV powertrain and all-electric driving mode can help improve fuel economy
• Aggressive styling is purposeful and muscular from every angle
• Practical with a large tailgate and decent cargo space (11.7-41.3 cubic feet)

Audi RS 5 Cons

• 5,200-lb curb weight is immense and will contribute to tire and brake wear
• No coupe option, wagon unlikely
• Audi Sport depreciation has historically been worse than BMW M, Mercedes-AMG
• No manual transmission
• Cargo space would be better without a battery pack

Audi RS 5 Scores:

Performance: 4/5

Driver Appeal: 4/5

Daily Usability: 4.5/5

Who’s It For?

Most buyers in this segment tend to choose an M3, so the RS 5 is for someone who wants to stand out. It’s also for those who want a practical and relatively efficient all-year sedan with enough excitement to make the daily drive enjoyable; few cars provide such effortless performance.

Recommended Trim

With the RS 5 coupe gone and the Avant unlikely to make it to our shores, there’s only the sedan to choose from. However, if Audi decides to give us the wagon, we’ll change our answer.

Honorable Mentions

Chevrolet Corvette Grand Sport

With a new LS6 6.7-liter naturally aspirated V8 producing 535 hp to the rear wheels, the Corvette Grand Sport is pure American muscle in an exotic, mid-engine suit for less than six figures ($86,000 base MSRP). Numerous performance upgrades are available, and in Grand Sport X form with an electric motor on the front axle creating AWD, up to 721 hp is on offer. Mid-engine balance, V8 power, and supercar looks at an affordable price? Win.

Porsche 911

From the entry-level Carrera to the range-topping Turbo S and Weissach’s GT3 and GT3 RS, every single Porsche 911 is beautiful to drive, and with the GT products still sticking to naturally aspirated power for the time being, a 911 offers a pure driving experience unlike any other, whether coupe or cabriolet. Speaking of, there’s even a drop-top GT3 called the 911 S/C. Manual transmissions are also available in some models, though getting your hands on the best 911 variants takes lots of money and an uncomfortably close relationship with your dealer.

BMW M2 with M xDrive

Adding AWD to the BMW M2 has made it a viable option for those who contend with low-grip scenarios on a regular basis, and because this is M xDrive, the front axle can be disconnected when a more tail-happy demeanor is suitable. In a nutshell, a four-paw M2 makes the car more approachable, and that should mean it’s more exploitable more often.

Ford Mustang Dark Horse SC

The Ford Mustang Dark Horse SC is effectively the S650 generation’s Shelby GT500, and it gives you a supercharged 5.2-liter V8, carbon fiber wheels, carbon-ceramic brakes, and up to 620 lbs of downforce. It makes 795 hp and starts at “only” $103,490, making it far more attainable than the Mustang GTD, which can run well over $430,000.

Conclusion

Buyers looking for a high-performance car are spoilt for choice in 2027, whether they want to spend five figures or six, whether they want to buy domestic or foreign, whether they want manual or automatic, and whether they want rear- or all-wheel drive. It’s a great time to be alive, and as the end of the decade nears, we hope automakers continue to give enthusiasts options like these.

For the 2027 model year of the Chevrolet Corvette, the automaker introduced updates that streamline the lineup and, most importantly, add a new V8. Every new Chevy V8 is an important milestone, given that the brand takes its V8s very seriously.

The older 6.2-liter LT2 is gone, and in its place comes the bigger 6.7-liter LS6; now the question is: how much better is the new one than the old one? Luckily for us, someone decided to find out.

LT2 vs. LS6

Car and Driver just released a Testing Hub report comparing the older engine to the new one. Before we get to the results, it’s worth noting that the new LS6 gives the C8 Corvette an additional 40 hp and 50 lb-ft of torque. That means in base trim, it makes 530 hp and 520 lb-ft of torque compared to the LT2’s 490 hp and 465 lb-ft of torque.

To keep things as fair as possible, the test compared the 2020 Corvette 1LT’s results with the latest 2027 1LT. The test car came with the $5,395 Z51 Performance package, which comes with stiffer springs, an electronically controlled limited-slip differential, better cooling, and Michelin PS5 tires. It posted a blistering 0-60 mph time of 2.7 seconds, but that isn’t much better than the 2020 model’s 2.8-second 0-60 run.

However, the gap widens: the new car reaches 100 mph in 6.9 seconds and hits 150 mph in 18.6 seconds. That’s much faster than the 2020 cars above, with a 7-second 100 mph time and 19.4 seconds to reach 150 mph.

The LS6 also pushes the 2027 Corvette past the quarter mile faster than the LT2 but not by much. In the quarter mile, the 2027 car reached 124 mph in 11 seconds versus the older engine’s 122 mph in 11.2 seconds.

Efficiency and Sound

Another area where the new car beats the old is the braking system. From 100 mph, the new car stopped in just 297 feet, compared to the older car’s 301 feet. The new car claws back some points in the weight department, with a 55-pound difference affecting grip on the skidpad.

With a bigger displacement, the 2027 Corvette consumes a bit more fuel than the outgoing 6.2-liter. Fuel efficiency is 1 mpg lower than the LT2 across the board, which might not sound like much but is noticeable either way. The LS6 makes up for it in noise, though; according to the test, the new V8 is 6 dB louder than the 2020 car, but remarkably quieter when cruising at 70 mph.

Moe, owner of the Tech Moe channel, recently bought a new Chevrolet Corvette Grand Sport. He then took delivery of the vehicle and started his two-hour journey home from the dealer. Moe was excited to drive home, but about a mile away from the dealership, the car lost all electrical power, refused to restart, and trapped him inside.

What should have been an exciting ride home turned into the setup for a thriller film. Moe eventually found the mechanical door latch and got out. After he stepped out and tried to figure out what was wrong with the car, the door closed on him, leaving him locked out on the side of the highway.

Eventually, two policemen helped him; one had a Corvette at home and helped Moe find the mechanical keyhole and regain access to the interior. The second officer drove down to the dealership, but it was closed by the time he got there.

The Issue

Moe then contacted OnStar to confirm that the car that he just bought wasn’t stolen. After that, the car started without a problem, and Moe drove it home. When asked by his fans why he couldn’t film the ordeal, he said he is a tech reviewer, not a vlogger, so his first response was to get it sorted out, not film it.

To figure out what went wrong, Moe contacted the dealership near his home to replicate the problem. The thing is, the Corvette Grand Sport worked normally, and technicians couldn’t replicate the issue. With help from OnStar representatives, they determined that the car’s computer network failed to register the key fob during the remote start sequence.

This then caused errors in the anti-theft system’s code, which then caused the Corvette to go completely limp. The errors occurred because the remote start sequence was done with another key fob inside the trunk. As a result, the system glitched out and became totally unresponsive.

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Nothing To Fix Here

So I guess it’s exactly like one of those situations where you just need a hard reset, like your phone or your WiFi. It’s kind of worrying that a small software glitch can cause a ton of headaches, and even more worrying that it was a completely brand-new car that ended up with this error.

You’d think companies would have figured these things out by now, but anyway, at least it’s sorted. Since the incident, Moe was able to get his car well protected with paint protection film, a ceramic coating on the wheels, and even a Uniden R8 radar detector.

AMG has been responsible for Mercedes-Benz’s factory high-performance cars for over 30 years now. The two companies signed a co-op agreement in 1990, with the first jointly-developed model being the W202 C36 AMG being presented in 1993. From there, the partnership became a majority stake, and eventually, a full merger.

But before all of that happened, AMG was an independent shop building fast Benzes much like how Alpina was with BMWs. Even before the co-op and merger, the company had built legendary cars such as the 560 SEC AMG Widebody, 190E 3.2 AMG, the 300 SEL 6.8 AMG race car, and the car simply known as The Hammer.

Meanwhile, at HWA

HWA has long been associated with Mercedes-Benz and AMG. Indeed, one of its co-founders is none other than Hans Werner Aufrecht, the A in AMG. It was created as a spin-off racing division of the brand, and one can say it’s close to being a works operation in several racing categories.

Established in 1998, HWA is more than a race team. It also does high-performance motorsport engineering, race car development, and low-volume sports cars. Its most recent creation is the HWA Evo, a fully reimagined and modernized version of the 190E 2.5-16 Evo II that ruled DTM and several other racing leagues.

The HWA Evo recently embarked on the 24 Hours of Nurburgring, taking second and third in class with all three entries going the distance. If anything, it proves that HWA is no mere restomodder, as the cars can talk the talk and walk the walk.

…And For its Next Trick

The company has proven that it can build truly reliable (and robust) bespoke cars with the Evo. However, HWA’s exploits in building highly specialized road cars won’t be a one-and-done deal, as shown by its most recent teaser.

HWA isn’t revealing much right now, and it won’t even give a peep of its name. That said, if anyone’s familiar with classic Benzes, the outline of the car shown in the teaser might look familiar. In our eyes at least, the silhouette resembles that of a W124, the midsize model that would eventually be called the E-Class.

But this is HWA we’re talking about here. Given that it turned the 190E into a modern track weapon that can be driven on the streets, we’re inclined to believe that it will soon build a modern-day interpretation of the AMG Hammer. Of course, it’s not official yet, and we’ll have to wait for the reveal to confirm it.

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High Expectations

If it’s the AMG Hammer reimagined, we have pretty high expectations. Besides, HWA set the bar pretty high with the Evo. The original Hammer dropped in 1986, and it was a Series 124 Mercedes that had a highly tuned 5.6-liter V8 from the 560 SEL. The result of that was 355 hp and 388 lb-ft of torque, figures previously unheard of in a midsize German car.

AMG then upped the ante in 1988 by upsizing the engine to 6.0 liters. The larger displacement meant 385 hp and 420 lb-ft, effectively setting the blueprint for future E-Class-based AMG models. Sure, those numbers don’t sound like much in today’s realm of performance sedans, but they were groundbreaking at the time and more than enough to shock supercars from the same era.

With that, we’re expecting supercar performance from the supposed modern-day Hammer by HWA. But instead of scaring Countaches and Testarossas, it should be able to chase Revueltos and 849 Testarossas.

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Ford’s latest promotional campaign, “The Raptor Origin Story,” takes enthusiasts back to the mid-2000s to highlight how a crazy engineering idea became a massive automotive movement. According to the automaker’s recent retrospective, a small group of Ford Racing engineers decided to abandon the traditional street-performance playbook. Instead of just slapping larger tires on a standard 4×4, they asked if they could legitimately build a desert race truck that carried a full factory warranty. They turned to the unforgiving Baja desert for inspiration, deliberately breaking test mules and twisting steel driveshafts to expose structural weaknesses.

That grueling development cycle birthed the first-generation F-150 Raptor in 2008, cementing a legacy that continues to influence the modern truck market. The development team partnered with Fox to bring internal-bypass shock technology to production. The campaign includes a short video starring Jon Bernthal, who fittingly portrayed former Ford executive Lee Iacocca in the film Ford v Ferrari. Directed by Ben Affleck, the film celebrates those early engineers who pushed through skepticism to deliver a truck that could legitimately tackle dunes right off the showroom floor.

Evolving the Off-Road Lineup

Since those early Baja test runs, the appetite for high-speed desert runners has only grown. The movement that started with a single half-ton truck has rapidly expanded across the corporate portfolio. Executives have heavily hinted that new Raptor models are continuously in the pipeline, ensuring buyers across different vehicle segments can access this specific brand of factory capability. The engineering philosophy remains the same: overbuild the suspension and give buyers the confidence to push their vehicles hard in the dirt.

That expansion includes significant powertrain upgrades for the midsize segment. Recent order guides indicate that the upcoming Ranger gets bigger engine options, swapping the standard 2.7-liter for a more potent 3.0-liter EcoBoost V6. For buyers with deeper pockets and an insatiable need for power, the flagship Shelby American version of the F-150 Raptor R pushes the platform to its absolute supercharged limits, proving that the original Baja spirit is still thriving.

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Capability Comes at a Cost

Owning one of these purpose-built desert runners comes with an undeniable lifestyle appeal. At events like the recent Raptor Rally in Arizona, hundreds of owners gather to share trail stories and push their trucks through harsh terrain. The community aspect is a massive draw, creating a shared bond among drivers who appreciate the sheer mechanical excess of a vehicle designed to survive the Baja 1000. It is incredibly easy to watch Bernthal sliding through the dirt in the campaign video and immediately conclude that you need one of these trucks in your driveway right now.

However, that extreme capability carries a massive financial burden at the pump. While the suspension handles deep ruts with ease, the fuel economy is notoriously brutal for daily commuting. As one frustrated EV convert recently noted, the annual charging costs for a Lightning equal just a single month of fueling a gas-guzzling Raptor. Still, for enthusiasts completely captivated by the roar of a V8 and the thrill of high-speed desert running, that painful fuel bill is just the necessary cost of admission.

Mazda has received countless thank-yous for reviving the light, affordable roadster concept with the MX-5. Many have tried to replicate it and come close to its success, but ironically, because it’s a replica of classic British roadsters, none have truly succeeded. You wouldn’t think such a simple recipe would be difficult to duplicate, but that’s the magic of Mazda’s secret sauce.

Miata is always the answer, they say, and it’s been the only answer for a reasonably priced roadster for years. Even the Fiat and Abarth 124 Spider, both based on the MX-5, were canned after just four years. America tried to take on it with the Pontiac Solstice and Saturn Sky, but ultimately failed despite showing a lot of promise and potential. Toyota tried knocking Mazda off its perch with its MR-S, but the MX-5 barely budged.

Enter the S-FR

Toyota’s last small, affordable sports car was the MR-S, built from 1999 to 2007. After that, the company didn’t build anything nearly as fun and affordable until the GT 86, initially sold in America as the Scion FR-S. It was something the brand so desperately needed to shake off its stodgy image at the time. Yes, there was the Lexus LFA, but it wasn’t exactly accessible.

Then Toyota surprised us all at the 2015 Tokyo Auto Show when it unveiled the S-FR. It stood for Small, Front-engine, Rear-wheel drive, and it was the perfect sibling to the GT 86. Although it was dubbed a concept, it looked very much like a production car, with an engine and a complete interior. Its rounded design was playful and wouldn’t have looked out of place in showrooms, while that theme carried over to the interior.

Reception was overwhelmingly positive, and it was easy to see why. It was a two-door car about the same size as an MX-5, and it followed the same ethos of being simple and light. To say people were begging Toyota to build it would be an understatement.

The Specs

Toyota even released some specs for the S-FR, which did nothing to quell rampant rumors that it was greenlit for production at the time. Its dimensions were similar to those of the roadster from Hiroshima. The SF-R measured 157 inches long, 66.7 inches wide, 51.9 inches tall, and rode on a 97.6-inch wheelbase. For comparison, the MX-5 measures 154.1 inches long, 68.3 inches wide, 48.4 inches tall, with a 90.9-inch wheelbase.

Oddly enough, Toyota claimed there was room for four inside. How actual humans would fit in the back is baffling, but there were back seats, nonetheless. The car also had a front-mid-engine layout, plus it had a six-speed manual to keep things simple – and fun.

Alleged leaked specifications then surfaced online, and they looked promising. It was supposedly powered by a 1.5-liter engine sourced from the Japanese-market Corolla Axio, producing 128 hp and 100 lb-ft of torque. It doesn’t sound like much, but it was on par with the 1.5-liter MX-5 sold in Japan and select markets. As for weight, it was said to be just 2,160 lbs.

There was Also a Racing Version

Before hype had any chance to die down, Toyota made a second version of the S-FR. It was simply called the Racing Concept, and it would’ve looked right at home on a track day.

Toyota announced the S-FR Racing Concept in December 2015 and showed it at the 2016 Tokyo Auto Salon a month later. It featured a carbon fiber front splitter and canards hewn from the same material. The car also sat lower than the first concept shown, plus it came with more aero add-ons in the form of side skirts, a rear bumper diffuser, and a whopper of a wing on the trunk lid.

And Then, Silence

11 years plus countless rumors and reports later, the S-FR is still nowhere near reaching dealers. Toyota never confirmed it for production in the first place, but it sure had people putting their hopes up for the roadster. Besides, the concept made roadshow appearances and became drivable in Gran Turismo. The car generated a lot of hype, and it remains one of Toyota’s biggest ‘what-ifs’ in recent memory.

Toyota’s budget car division, Daihatsu, did show off a concept that somewhat captured the spirit of the S-FR. Unveiled during the 2023 Japan Mobility Show, the Vision Copen was also MX-5-sized, manual, and rear-wheel drive. The S-FR rumor mill then woke up from a long slumber in 2024 after reports said the car finally got the green light and was slated for 2027. Well, 2027 is just a few months away, and so far, we’re not hearing much buzz about it from Toyota.

Some are still hopeful it will reach showrooms someday, but rules and regulations have made it difficult for cars like these to exist. Even Mazda admits that developing the next-gen MX-5 has been a massive challenge because of the requirements. The automotive landscape has changed a lot since the S-FR Concept premiered, but as things stand now, it’s exactly the kind of car we need.

If it’s any consolation, heaps more sporty and exciting vehicles have been made by Toyota since then. The Supra came back (and left again), the GR Yaris and GR Corolla exist, and the GR86 is still around. We’re also getting the Celica back soon, so it’s safe to say Toyota’s fun division hasn’t been idle.

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Mitsubishi is almost ready to launch its newest and quickest model to date, the ASX VR-e, an all-electric crossover that will be the quickest-accelerating vehicle in the Japanese brand’s stable in Australia.

The pre-launch details show that Mitsubishi’s planned top-spec GSR trim level for the ASX VR-e will be capable of accelerating from 0 to 62 miles per hour in just 3.9 seconds, making it the fastest-accelerating car in the brand’s modern lineup. It achieves this with a set pair of motors, one in the front and one in the back, effectively making the ASX VR-e all-wheel-drive and giving Mitsubishi license to bring up the (still dead) Evolution heritage.

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No, this is not an Evo Crossover

Fortunately or unfortunately, the Evo hasn’t made a comeback yet, but Mitsubishi knows the company and its fans haven’t forgotten the legendary performance line after all these years. Mitsubishi Motors Australia’s Chief Executive, Shunichi Kihara, said the company will keep its Evo heritage “in some shape or form,” he told Australian automotive media, including Drive.

That “shape or form” will be the ASX VR-e, and Mitsubishi is pulling a few bits of heritage from the past. Before we write this off as Mitsubishi ruining a nostalgic name, this is not a successor to the Lancer Evolution. Instead, the brand is taking a few bits and pieces from its rally-racing archives, plus a few key acronyms and names from its historic nomenclature, to build a story around what will become the highest-performing vehicle in the modern Mitsubishi lineup.

Take, for instance, the “VR-e” in the name. Sounds familiar? Remember the Mitsubishi Galant VR-4? Before the Lancer, Mitsubishi had the Galant, and it was also a rally legend in its own right up until a smaller body was needed. Digging a little deeper reveals a trim level called the “GSR,” which will be the high-performance variant in the lineup. This calls back to the Lancer Evolution GSR variants present throughout several Evo generations.

Furthermore, the brand has noted that the ASX VR-e GSR’s torque split changes in sport mode. From 50:50 under normal mode to 30:70 in sport mode. The intent here is to make things fun and exciting, as noted by Tim Clarke, Mitsubishi Australia’s product manager. Clarke also pointed out the connection between the ASX VR-e’s name and the Galant VR-4.

Also of note, more affordable ASX VR-e models will be sold, and the lower variants will have a single electric motor and produce 229 horsepower and 258 ft-lbs of torque. Meanwhile, the GSR trim will make 458 horsepower and 516 ft-lbs of torque. The battery pack will be 57.7 kWh and can DC fast charge at a peak rate of 134 kW.

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EV-olution?

If the ASX VR-e proves successful and demand for a performance version emerges, Mitsubishi is not against reviving the Evo badge. Tim Clarke also mentioned that “at the moment, we’re focused on the core model range. This is a new space for us, a new product, quite different.”

Clarke continued, saying that “we need to make sure we get the fundamentals right for that product, and if it is a success, then we obviously look to build on that and expand it.” Mitsubishi Australia’s CEO, Kihara, also said the company has noticed demand for a performance revival. Japanese Mitsubishi fans are also commenting on that matter.

Back in Japan, in June 2026, Mitsubishi’s current president and COO, Keisuke Kishiura, said the company wants to build another great car, following the formula that made the Lancer Evolution great, and called the Evo and Galant “treasures.”

Before that can happen, Mitsubishi will continue to focus on SUVs in the meantime. It might take a while before we see the next model that will take up the Evolution mantle. Until then, the brand will keep feeding its fans bits and pieces.

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Camaro Muscle With Cadillac Proportions

In profile, the sweeping roof and flush handles keep the extra doors from dominating the design. The proportions suggest a family connection to the CT5, while the slim headlights and vertical lighting accents strengthen that impression. A large black grille, dark hood insert, and deep splitter give the nose plenty of menace, and the side-exit exhausts are an especially enthusiastic touch.

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Walk around the back, and tall, angular taillights frame a black panel carrying the Chevrolet bowtie, with a trunk spoiler above and a deep diffuser below. The rear has enough visual muscle to hold up its end of the Camaro bargain. Inside, the broad displays, carbon-look trim, and blue ambient lighting are familiar modern sports-sedan fare. The physical climate controls and manual gearbox are details I’d most like to see make it to final production. On that last point, at least, the rumors offer some encouragement.

The Rumors Lead Back To Lansing

Chevrolet left the door open when it announced the Camaro’s retirement after model year 2024. Chevrolet’s global vice president at the time, Scott Bell, said it was “not the end of Camaro’s story,” leaving enthusiasts hopeful and with plenty of room for interpretation. A more transparent picture emerged in April 2026. As Autoblog reported, Automotive News cited a source at a major GM supplier linking a new Camaro, the next CT5, and an unnamed Buick sedan to production at Lansing Grand River. GM Authority separately reported approval for a Camaro replacement. GM Authority’s later coverage described a midsize, four-door vehicle with a combustion engine and an updated Alpha 2 rear-drive platform. The Camaro name remained under consideration, and the body could even depart from a conventional sedan shape, but that leaves considerable room between these renders and whatever GM might eventually reveal. An August update shifted the reported arrival from model year 2028 to 2029, an early reminder to keep the calendar penciled in.

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Could A V8 And A Manual Make The Cut?

If Chevrolet wants an attainable starting price, a turbocharged entry engine is a sensible place to start. The current CT5’s 2.0-liter four-cylinder could make an appearance here, as it did in the final-gen Camaro. Further up the range, GM’s sixth-generation small-block V8 offers something more tempting. Chevrolet has introduced the naturally aspirated 6.7-liter LS6 in the 2027 Corvette Stingray and Grand Sport, where it produces 535 horsepower and 520 lb-ft. The transmission rumors are encouraging, too. GM Authority reports a six-speed manual alongside an automatic, plus a dedicated performance variant in its August coverage. Exact engine pairings remain unannounced, as does any return of the ZL1 badge shown here.

Will Chevrolet Actually Build It?

Cadillac has confirmed a combustion-powered CT5 successor for Lansing Grand River. GM president Mark Reuss made that distinction neatly in his June 2026 Car and Driver interview, while the Chevrolet and Buick programs remain unannounced. After mentioning the CT5, he added: “The rest is speculative, right?” Still, shared development and factory investment could give a Chevrolet sports sedan a more persuasive business case. Rear doors could broaden its appeal, too, especially among buyers who need one car to cover several jobs. I’d take the prospect seriously, while treating the name, timing, and specifications with caution. What interests me most is whether Chevrolet could preserve the steering, response, and sense of occasion that make a Camaro worth wanting. If Chevrolet can deliver that at a price enthusiasts can reach, I’m happy to let the people in the back have their own doors.

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What It’s Worth Right Now

Classic.com says the average Evo VIII from 2003 to 2005 is changing hands for $40,747, but don’t get too comfortable with that number. The cheapest one went for $21,000, while the priciest hit a wild $85,763. That’s a pretty big spread, and as always, mileage, condition, originality, and mods can send prices all over the map.

With just 48,000 miles, this Evo is still in its prime—at least by performance sedan standards. The engine mods are likely to get the attention of anyone chasing more power, but purists who want bone-stock originality might look elsewhere. As always, the real question is whether the upgrades were done right and backed up with proper maintenance.

For context, there’s a 2003 Evo VIII GSR with just 20,000 miles asking $54,900, and a 2005 GSR with 34,000 miles that couldn’t find a buyer at $47,500. Not actual sale prices, but they give you an idea of where the market’s at. Ultimately, what this Evo fetches will come down to how the auction plays out and whether buyers trust the condition and mods.

Condition and Details

Outside, you get the classic Apex Silver Metallic paint, vented aluminum hood, xenon headlights, and that unmistakable rear wing. The 17-inch Enkei wheels are wrapped in Falken Azenis RT615K rubber (fitted in 2018), and Bilstein dampers were added in 2026—yes, you read that right, someone’s planning ahead. Red Brembo calipers bring the stopping power, though the carbon-fiber wing does have some clear-coat blemishes worth noting.

Step inside and you’ll find black Ecsaine with blue cloth inserts on the Recaro seats—front and back. There’s a MOMO steering wheel, air conditioning, power windows, and even a CD stereo for anyone still rocking discs. The odometer shows 48,000 miles, with less than 1,000 added by the current owner. You also get the window sticker, owner’s manual, service records, and a clean Carfax thrown in.

Under the hood, the legendary 2.0-liter 4G63 turbo-four gets a healthy dose of upgrades: GSC S2 cams and valve springs, English Racing intake, ETS intercooler, Evo IX blow-off valve, Tomei downpipe, and a GReddy exhaust. There’s a Walbro fuel pump and a custom ECU tune to tie it all together. The five-speed was rebuilt in 2018 with an ACT clutch, timing belt done in 2021, oil changed as recently as June 2025, and a fresh battery just before the sale. As always, an independent inspection is a smart move.

The Offer

Interested in this Mitsubishi Lancer Evolution VIII GSR? View the listing here.

What Makes the Mitsubishi Lancer Evolution VIII Unique

The Evo VIII is basically Mitsubishi’s rally know-how stuffed into a four-door sedan. Turbo engine, manual gearbox, all-wheel drive—it’s all here. Hood vents, a giant rear wing, and Recaro seats make sure nobody mistakes it for your neighbor’s regular Lancer. If you want a car that begs to be driven hard, this is it.

This example adds extensive engine modifications and upgraded suspension components. The rebuilt transmission and documented maintenance are positives, while the included factory parts may offer additional flexibility. Still, modifications do not automatically increase market value, particularly for buyers seeking an original example.

Final Thoughts

With 48,000 miles, this Evo VIII GSR offers an interesting option for enthusiasts seeking a modified example of Mitsubishi’s rally-inspired sedan. Classic.com’s $40,747 average provides context, but individual results vary considerably.

Thinking of bidding? Make sure to check out the turbo, engine tune, clutch, transmission, and all-wheel-drive system. Dig into the mods and maintenance history to see if this Evo is worth the final hammer price.

Disclaimer: This post is for informational purposes only. We are not a dealership or broker. All vehicle specifications, pricing, and availability are subject to change without notice. We are not responsible for typographical errors, omissions, or the accuracy of the provided information. Please verify all details directly with the seller.

First, make sure the prices describe the trucks you want

AT4 is a trim; in the United States, TRD Off-Road is a package offered on several Tundra grades. My Canadian Toyota tester’s closest U.S. equivalent is an SR5 CrewMax 4WD with the 5.5-foot bed and TRD Off-Road Package. That SR5 starts at $51,510, and the $2,125 package brings the base-plus-package sum to $53,635. GMC advertises the AT4 at $68,300, but that includes the standard Duramax diesel. The V8 and active exhaust add $1,895, bringing that combination to about $70,195 before additional equipment.

All figures are in U.S. dollars and exclude destination, taxes, and other equipment. Totals are calculated examples, rather than U.S. prices for my Canadian test vehicles.

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The roughly $16,600 difference between the V8 GMC and SR5 Toyota therefore includes a substantial jump in cabin equipment. Moving to a Limited, Toyota adds leather, ventilated front seats, and larger displays. Its TRD package also costs more—$3,580—so the full step from SR5 TRD to Limited TRD is $7,805, not just the $6,350 separating their base prices. That narrows the illustrated GMC’s premium to about $8,800. My Sierra’s additional packages, sunroof, cover, and other options would widen it again. The Limited is a closer comfort comparison, although my firsthand Toyota impressions come from the simpler truck.

The GMC makes a stronger first impression inside

The Sierra’s lifted stance, red recovery hooks, and 20-inch wheels give it plenty of presence. The Tundra’s Mudbath paint and 18-inch TRD wheels suit its more straightforward specification. Open the doors, though, and the price difference becomes much clearer. GMC adds perforated leather and Kalahari accents, plus heated and ventilated front seats, a 13.4-inch touchscreen, and a 12.3-inch instrument display. The SR5-based Toyota has cloth, an eight-inch touchscreen, and a 4.2-inch information display between analog gauges. The off-road package hasn’t transformed the rest of its interior.

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I found Toyota’s presentation a bit simpler, for better or worse, though both trucks retain useful physical controls and wireless Apple CarPlay. The Sierra’s richer surroundings don’t automatically settle the comfort question, either: its front cushions felt firm on longer drives, while the Toyota’s seats remained supportive. This is where I would revisit the Limited. Its larger displays and better upholstery bring the Toyota much closer to what I expect at this price. Buyers should also check individual options: my GMC’s head-up display and rear camera mirror were add-on technology, and its sliding rear window was additional equipment.

A Limited TRD also moves to 20-inch wheels, so it changes more than the dashboard and upholstery. I would drive that configuration before assuming it reproduces everything I liked about the 18-inch-wheel test truck. An appealing spec sheet still needs to suit you from behind the wheel. Toyota supplies an especially good alternative to that little sliding pane. The CrewMax’s entire rear window lowers electrically, opening the cabin in a way the GMC cannot match. I’d miss it after getting used to it. Both trucks offer plenty of passenger space, with rear legroom measuring 43.4 inches in the Sierra and 41.6 in the Tundra. GMC’s extra room is another worthwhile advantage if the rear bench regularly carries adults, rather than jackets and shopping bags.

The V8 earns its appeal on the road

Toyota extracts more torque from a much smaller displacement. Its 479 lb-ft exceeds the GMC’s 460, although the delivery feels different. A hard acceleration request in the Tundra brought a pause for kickdown and boost before the shove arrived; the Sierra’s response felt more immediate. The GMC also delivered the soundtrack I wanted from a big pickup, helped by my truck’s optional exhaust. I chose the Sierra because I enjoyed driving it so much more, even though the Toyota could do the job for less.

The Toyota countered with a comfortable ride and light steering that made it feel manageable around town. Its coil-spring rear suspension handled imperfect pavement well. The Sierra felt composed through the Sea-to-Sky’s bends, but its size was harder to ignore in tight parking spaces. More engine didn’t translate into a meaningful difference in economy in these tests. I recorded about 15 U.S. mpg in the GMC and 14.7 in the Toyota, though they were driven on different routes and under different conditions. Neither result made the Tundra’s smaller engine an obvious financial consolation. Those impressions only apply to the engines driven. AT4 buyers can keep the standard diesel, while higher Tundra grades offer the 437-hp, 583-lb-ft i-FORCE MAX hybrid.

Similar ambitions, different useful hardware

Both trucks have credible equipment beneath the styling. The AT4 combines a two-inch lift, Rancho monotube shocks, skid plates, and an automatic locking rear differential. Toyota’s TRD package supplies Bilstein shocks, a selectable rear locker, terrain settings, and Crawl Control. GMC’s Autotrac transfer case also offers an Auto setting to adapt to changing traction conditions. Toyota’s part-time four-wheel drive requires the driver to select the appropriate range, and its rear locker operates in low range. The GMC’s automatic 4WD mode is a useful everyday distinction, separate from its automatically locking rear differential.

I used the Toyota’s off-road systems at Stave Lake in British Columbia, while the GMC tackled moderate terrain in Squamish Valley. Both handled their respective outings, but the different routes leave me without a fair basis for naming an ultimate trail winner. More specialized options exist when the trails demand them. The AT4X adds Multimatic dampers and front and rear electronic lockers; Toyota’s TRD Pro uses FOX shocks and hybrid power. Their prices reflect different suspension and traction hardware. Neither badge is necessary to get a rugged truck with a comfortable cabin.

Around the back, GMC’s MultiPro tailgate gives the AT4 something Toyota cannot duplicate: several opening arrangements, including a load stop and a step into the bed. On a tall, lifted pickup, easier access matters. The Sierra’s short box offers 62.9 cubic feet, and Toyota uses an aluminum-reinforced composite bed. Towing gives the less expensive Toyota another argument. GMC advertises up to 9,000 pounds for the AT4, while Toyota rates the comparable short-bed CrewMax TRD Off-Road at roughly 11,000. The Sierra range’s 13,300-pound maximum belongs to a different configuration.

Bed volume and payload also answer different questions. A larger box gives you more space, while the payload rating limits the combined weight the truck can carry. A family, their luggage, and a trailer’s tongue weight can use that allowance before the bed looks particularly full. I did not tow with either. Buyers should check the specific truck’s trailer and payload ratings, allowing for occupants, cargo, and tongue weight; choosing an off-road version can change what remains available for work.

What I would actually pay for

Between the trucks I drove, I would choose the V8 Sierra. Its engine delivered enough enjoyment to make the indulgence feel worthwhile, and the cabin gave me more to appreciate between uses. I would be more selective about the options, though. The engine, useful cameras, and practical bed equipment deserve priority over additions that mainly dress up the truck.

The Toyota becomes much harder to dismiss when I price a Limited TRD Off-Road. Around $8,800 separates the illustrated configurations before destination and further options, with the Toyota now supplying several comforts missing from my SR5-based tester. That leaves a more honest buying decision. Someone content with cloth and smaller screens can save considerably more with the SR5, while someone who wants comfort alongside trail capability should compare the Limited before deciding whether the GMC is worth the stretch.

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It all kicked off with the Toyota GR Yaris M Concept, which first showed up at last year’s Tokyo Auto Salon. Since then, sightings and credible anecdotes have kept the Celica name buzzing among fans who are desperate for Toyota to bring back another proper sports coupe.

Now, the prototype has popped up again – this time at Japan’s Super Taikyu Championship. And it’s not just a repeat performance: the car’s been seriously reworked, ditching its old look for a coupe body that finally starts to resemble what a modern Celica could be.

Familiar Face, Completely Different Body

At first glance, you’ll spot the familiar GR Yaris face – same headlights up front, similar taillights out back. It even has the Yaris badge at the back. But look closer, and it’s clear: almost everything else has been thrown out and replaced.

According to Best Car, the prototype now sits a whopping 7.9 inches lower and stretches its wheelbase by almost 4 inches. It’s riding on a one-off chassis, too, so the proportions are a world away from your average GR Yaris.

The end result? A coupe that hugs the ground, rocks a wide stance, flared fenders, aggressive aero bits, and a rear wing that looks ready to launch the car into orbit. Up front, there are gaping vents and extra ducting everywhere, all in the name of keeping things cool under pressure.

But it’s not just for show. The first GR Yaris M Concept apparently had a tough time keeping its cool – literally – thanks to its shape. Now, with better airflow, the engine, intercooler, and brakes can finally breathe easy.

There’s an even bigger twist under the skin. Forget the regular GR Yaris’s front-mounted engine – the M Concept shoves its powerplant behind the front seats. The whole point? To see just how much a mid-engine setup can spice up handling and lap times.

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A 400-HP Turbo Engine and More Questions

Under the hood – or rather, behind the seats – you’ll find Toyota’s G20E 2.0-liter turbo four, mounted sideways in the middle. Best Car says it’s still pumping out about 400 horsepower, but now it can actually keep up the pace without overheating.

The engineers have been busy dialing in the handling, too. With torque split roughly 20:80 front to rear, this thing is all about tail-happy antics and carving up corners. Even Toyota boss Akio Toyoda has taken the updated car for a spin. He’s hinted there’s still work to do, so don’t expect a showroom-ready version just yet.

Will this actually turn into the next Celica? Or maybe the MR2? That’s still up in the air. Rumors keep swirling about a rally-bred Toyota coupe with all-wheel drive and a turbo engine, plus talk of both a six-speed manual and an eight-speed GR-DAT auto. But for now, Toyota’s keeping its cards close to the chest.

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The Ferrari 12Cilindri is going to be Novitec’s next big reveal. The aftermarket company that loves to tinker and toy with Ferraris, Porsches, Lambos, and other high-end supercars and exotics has just teased the “next chapter of N-Largo.”

What you’re looking at right now is the silhouette of what’s going to be another wild and wide Novitec creation. As one of the premier brands right now in the high-end aftermarket space, this is one launch you’re gonna want to watch if you thought that your Ferrari 12Cilindri was a bit lacking in the width department.

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Coming Soon

Breaking down the teasers, we can pick out a few details from the photos, such as the silhouette of the 12Cilindri. We can see that there is a vague outline of a fender vent over the front wheel arch. Then, out back, we see that Novitec has extended the rear spoiler just enough for us to notice, plus we also see that the brand has highlighted the iconic rear fender of the 12Cilindri, which may make you wonder if the brand did something to change things up in this area.

The next few photos may also give us clues on what Novitec plans to offer for the 12Cilindri, such as engine modifications, a rear diffuser, and aero bits. At this point, we can get a general idea based on what the company also offers for other Ferraris, Lamborghinis, and more.

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A Double Wide Surprise?

The N-Largo name has always been used to denote the exclusive widebody versions of exotics. The Ferrari 812 comes to mind here, as well as the F8 Tributo. Both of these cars received the Novitec N-Largo treatment, and we can expect the N-Largo 12Cilindri to have the same wow factor plus more oomph under the hood.

Doubling back to the teasers, we can see that there are carbon fiber parts in some of the images, particularly the one that showcases the rear diffuser. I expect whatever Novitec does to the 12Cilindri to be done in quality carbon fiber, fitting for a Ferrari.

On top of that, we also expect the V12 engine to be tuned. In its stock configuration, it sings a tune that screams up to 819 horsepower and 500 ft-lbs of torque. At this juncture, I wonder if it will be physically possible for Novitec to tune it to 1,000 horsepower, naturally aspirated. I doubt it, but that would make for a great headline if they did. Though, as seen with its previous V12 escapades, closer to 900 with a full free-flowing exhaust setup and tune is what can be achieved with these modern Ferrari V12s without the aid of a turbo or supercharger.

The Porsche 911 and Chevrolet Corvette are two examples, and yes, we know they’re not on the same plane. However, iSeeCars’ latest five-year depreciation study shows that both perform well compared with the broader market, with only a minor gap between them.

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Porsche 911 vs Chevrolet Corvette: The Numbers

According to iSeeCars, the Porsche 911 loses an average of 11.1% of its value after five years, while the Chevrolet Corvette depreciates by 18.7%. Both perform considerably better than the overall vehicle average of 41.8%.

The Porsche has a 7.6-percentage-point advantage in depreciation, meaning it retains a larger share of its original value. However, the Corvette’s average dollar difference from MSRP is $2,168 lower.

That distinction matters because depreciation percentages and dollar losses do not always tell the same story. The 911 loses a smaller percentage of its value, but its higher average dollar difference suggests a greater absolute loss over five years.

Keep in mind, these numbers are just averages from the iSeeCars study. Actual results will vary based on price, options, condition, mileage, and what buyers want in your area.

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The Porsche 911 Has the Advantage in Value Retention

The Porsche 911 ranks second among all vehicles in iSeeCars’ list of models with the lowest five-year depreciation, behind the Porsche 718 Cayman, which loses just 9.6% of its value.

The 911’s 11.1% depreciation rate means it retains an estimated 88.9% of its original value after five years. That puts it well ahead of the Corvette and the broader vehicle market.

For buyers who intend to sell or trade in their sports car after several years, this stronger value retention could help offset the initial purchase price. The results also suggest that the 911 remains desirable in the used market relative to its original cost.

Still, the study does not identify a single reason for the Porsche’s performance. Brand reputation, buyer demand, model availability, and the mix of trims sold could influence resale values, but the figures alone do not establish how much each factor contributes.

The 911’s position also shows that luxury vehicles do not always depreciate quickly. Although luxury models account for a large share of the vehicles with the highest depreciation rates in the study, the Porsche 911 and 718 Cayman are notable exceptions.

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The Chevrolet Corvette Is Still a Strong Performer

The Chevrolet Corvette trails the 911 in percentage-based value retention, but its 18.7% depreciation rate still places it third among all vehicles in the study.

That means the Corvette keeps about 81% of its value after five years. Not too shabby, especially when the average car loses nearly half its worth in the same time. The Corvette’s average dollar drop from MSRP is $13,365 – about $2,168 less than the 911’s $15,533 hit. So, the numbers aren’t as clear-cut as the percentages make them look.

If you’re eyeing a new sports car, that lower dollar loss might make the Corvette tempting. But don’t assume every Corvette will be cheaper to own over five years. What you pay up front, plus financing, insurance, maintenance, and what you get when you sell, all add up.

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How They Compare With Other Sports Cars

The 911 and Corvette occupy the top three positions in iSeeCars’ sports car rankings for lowest five-year depreciation, with the Porsche 718 Cayman taking first place.

The figures show that the 911 and Corvette hold their value better than the other sports cars listed, including the Subaru BRZ, Toyota GR Supra, Ford Mustang, and Mazda MX-5 Miata.

However, these vehicles differ in price, performance, equipment, and ownership costs, so the rankings do not make them direct substitutes. For used-car shoppers, higher depreciation can create an opportunity to buy a vehicle for less than its original owner paid, while a model that retains more value may command a premium.

Why Five-Year Depreciation Matters

Depreciation is one of the costs of owning a new vehicle, even though it does not appear as a regular monthly bill. The loss becomes more apparent when the owner decides to sell or trade in the car.

Both the Porsche 911 and Chevrolet Corvette put up a strong fight when it comes to holding value. The Porsche wins on percentage, but the Corvette takes the crown for smaller dollar losses.

But neither stat makes one car the automatic winner. If you care about keeping a bigger slice of your investment, the 911 is your pick. If you’re more focused on what you pay up front and how much you lose in dollars, the Corvette deserves a look.

In the end, your best choice depends on the car you pick, the deal you find, how long you keep it, and its condition when you sell. Five-year averages are helpful, but they can’t tell you exactly what your car will be worth later.

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Methodology

Of note, iSeeCars analyzed more than 950,000 five-year-old used cars sold from March 2025 through February 2026. Manufacturers’ suggested retail prices were adjusted for inflation to 2026 dollars using data from the US Bureau of Labor Statistics. Depreciation was estimated by modeling the difference between each vehicle’s MSRP and its used-market pricing.

One automaker hit hard in 2025, and 2026 is Porsche, with sales slowing over the past 2 years after record numbers in the years prior to the slump. Much has been written about why the famed German sports car maker has struggled recently, but it has also detailed how it plans to regroup and return to profitability.

Since Porsche remains a highly valuable company that produces some of the most sought-after cars, one future plan is to harness the enduring desirability of owning a very special Porsche.

Limited and Expensive

Automotive News reports that Porsche plans to pad margins by selling fewer models at much higher prices. Porsche Marketing and Sales Boss Matthias Becker said that focusing on more individual models through the brand’s exclusive bespoke departments, Exclusive Manufaktur and Sonderwunsch, enables Porsche to create additional revenue by selling cars at higher prices. During a press conference with the media this month, Becker said, “By expanding our core range of options and unlocking the full potential of Paint to Sample, we aim to increase option turnover per vehicle by around 20 percent in the midterm.”

For example, special Paint to Sample colors for a 2027 Porsche 911 Carrera cost an additional $15,050. If you want the full bespoke experience through Sonderwunsch, a paint job from their samples will cost you $32,940 for a 911. Becker also highlighted that Exclusive Manufaktur and Sonderwunsch give them 2 powerful, complementary growth paths. According to data, Porsche’s top 10,000 vehicles sold globally have an average price of around $304,000. Becker wants to increase that to nearly $400,000.

Above Sticker Sales

According to Ivan Drury, Edmunds’ director of insights, “Porsche does a lot of business by selling above starting [sticker price] in terms of higher trim levels, a la carte options and packages.” More data supports that idea, with average prices of configured or individualized Porsches at $128,663 in 2025, which is 31% up from 2019. Porsche has already begun this premium automotive drive with the introduction of the recommission program that recently finished rebuilding a Porsche Carrera GT to “back-to-zero” quality. That service alone cost the customer potentially around $500,000 to almost $800,000.

There are many ways to skin a classic Porsche 911. You can keep it stock, restore it, do an extreme restomod, and everything in between. You have companies like Singer that enhance the classic cues and combine them with modern powertrains, and you also have RWB that would take a hacksaw to the car and make purists wince.

Then you have Gunther Werks, a firm that specializes in 993-generation 911s and turns these into absolute weapons. The company is no stranger to building extreme 993s, and has rolled out many over the years. We’ve covered several of its builds, the most recent being the Turbo Commission.

Meet the Brundle Edition

If you follow Formula 1 or motorsports in general, the name Martin Brundle should sound familiar. He was wheel-to-wheel with Ayrton Senna, posted strong results in F1, and found greater success in touring car and sports car racing. In other words, the man can steer a car very well. He’s better known by the younger generation as a pundit in F1, which has been his day job for nearly 30 years.

Still, his driving accolades are worth mentioning. With that, Gunther Werks has paid tribute to the man with a very special kind of 993. Dubbed the Gunther Werks Brundle Edition, the touching part is that Martin’s daughter, Charlie, designed it. We know it’s been months since Father’s Day, but we’ll count this as a pretty awesome present.

One of Five

Brundle approved the project, and it’s hard to say no. It’s rather ironic that Brundle never raced in Porsches professionally and quite famously beat the German automaker in the 1990 24 Hours of Le Mans in a Jaguar. Still, he did own several 911s, so there’s still a bit of a connection there.

Charlie paid tribute to her father by designing a livery inspired by her dad’s crash helmet. It’s then complemented by one-off forged magnesium wheels inspired by the Brabham Formula 1 car he drove. Unique Brundle wordmarks also appear inside and out, and other neat details appear in the cabin. Our favorite has to be one of Brundle’s famous sayings immortalized on the dashboard: “The most important bit of the car is the nut holding the steering wheel.” Only five will be built.

Not Just Fancy Paint

But this is a Gunther Werks car, so the 993 gets a healthy amount of upgrades. Starting with the chassis, it has a wider front track, thicker anti-roll bars, and bespoke suspension arms. It even has DGR computer-controlled active coilovers tuned specifically for the Brundle Edition.

As for the engine, it’s a 4.0-liter twin-turbo flat-six built by Rothsport Racing for Gunther Werks, revving up to 7,500 rpm. That tuning delivers 860 hp and 600 lb-ft of torque, all sent to the rear wheels. The best part? It has an honest-to-goodness six-speed manual.

Brundle might not have raced for Porsche, but Guther Werks’ tribute would do the man proud.

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Over the decades, Japan has kept some of the best stuff for itself. Whether it’s high-performance wagons, special editions of rally homologations, or even its clever kei cars and minivans, there’s a lot of forbidden fruit over there that the rest of the world wants. That said, the grass isn’t always greener on the other side.

Take the Subaru WRX, for instance. It’s been around a couple of years now, and it may surprise some folks that the current generation in its home market isn’t even offered with a manual. Suddenly, that base WRX with a stick sitting on the dealer lot right now has become a wee bit more desirable.

Finally, a Manual

It took a while, but Subaru finally offered three pedals in the JDM WRX as a special edition model. The car was labeled an STI Sport# (sharp, not hashtag), and it was essentially a WRX with a manual and STI goodies. Reception was strong, mainly because it was something Japanese customers hadn’t had in a long time.

The STI Sport# was a limited-edition model, with production capped at just 500 units. To get one, you had to enter a lottery and hope you were lucky enough to be chosen. It sold out quickly, proving that a sport sedan with a stick shift will appeal to anyone, no matter the language.

Another New Model

With all 500 STI Sport# cars spoken for, it was back to the CVT-only model for most Japanese customers. But perhaps spurned by the success of the limited-run model, Subaru has announced it will sell regular WRX models with a manual in Japan.

Sales of the manual WRX in Japan will begin sometime in November, and Creative 311 has reported that it might be called the WRX STI Sport R. You can bet people will line up for one, especially those who missed out on the STI Sport#. In Subaru’s words, it will be a ‘mass-produced manual transmission model,’ so it will be a regular fixture in the brand’s home-market lineup. No more lottery system, and no more production caps in the hundreds.

What’s the Big Deal?

But there’s one detail that will set the JDM WRX apart from the rest of the world. No, it’s not more power, as the 2.4-liter boxer turbo will still make 271 hp and 258 lb-ft. Instead, it will use a different transmission. The WRX’s six-speed manual is called the TY75, but the Japanese version will come with the TY85. For those familiar with Subarus, it’s pretty special; for the rest of us, it means the JDM WRX will have the old STI transmission built to withstand higher outputs.

Subaru actually restarted production of the TY85 transmission for this specific WRX version. Not even the limited-run STI Sport# came with that transmission, as it was equipped with the TY75 instead. That should help tuners in Japan pump out bigger numbers from the engine with less worry that the transmission won’t be able to handle it. The more robust transmission should help unlock a greater tuning potential that was limited by the CVT.

With that, we’re glad that the Japanese market can finally get its hands on a manual WRX. The folks over there deserve it, especially since the only choice for nearly five years was a CVT. It’s not only back in its home market, but it also has the stronger, more robust transmission. That said, we’re curious whether it will eventually be fitted to models worldwide, but there’s no news on that yet.

That sounds contradictory only if you assume the people debating a car online are the same people ordering one. That’s where the split exists, and now that the Prelude has been on the market for nearly a full year, we can take a look at the numbers and the responses to this radical new sports coupe. For the Prelude, the dividing line really is about expectations. Honda built a hybrid sports car and named it after a legend. Some fans wanted something considerably more aggressive while others are perfectly content with this newfangled recipe.

The Numbers Require Interpretation

The strongest evidence for the Prelude’s success comes from Japan. Honda launched the coupe there on September 5, 2025, with a monthly sales plan of 300 vehicles. By October 6, it had received approximately 2,400 orders—eight times that monthly target. That is a convincing opening performance for a niche coupe, particularly one entering a market dominated by more practical vehicles. Its customers were quite a bit older than expected. Think men over the age of 60, likely those who waxed nostalgic about their first Preludes.

It’s important to note that the numbers were orders, not actual completed deliveries. Nevertheless, dismissing the launch as a failure requires ignoring the benchmark Honda actually set. The company did not need Civic-sized volume to consider the Prelude worthwhile. It needed customers for a deliberately low-volume halo product. The actual sales figures for the Japanese market haven’t been published.

In the U.S. the Prelude has sold well, but the numbers are measured because production is limited. America isn’t considered the Prelude’s primary market, and dealers may get one or two units annually. Honda has sold 2,077 examples of the new hybrid Prelude in the U.S. through the first seven months of 2026 (January–July 2026), plus an additional 204 units sold during its late-2025 launch (November–December 2025). Those figures aren’t astonomical ones, but given its low production numbers, they’re still signficant. The Prelude also outsold the Subaru BRZ through those seven months. That, alone, is an accomplishment for such a limited production vehicle.

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Why Enthusiasts Aren’t Celebrating

The criticism from enthusiasts isn’t difficult to understand because every Prelude that came before it could be had with three pedals. The current Prelude has more horsepower than ever before (200) front-wheel drive, hybrid propulsion, and no manual transmission. The combination isn’t exactly faithful to the Prelude badge.

Its $43,195 U.S. price, including destination, is also steep. It has the same engine as the Civic Hybrid, which costs $30 grand. On top of that, the MSRP wasn’t even the price that was charged in many cases, due to premiums slapped on by dealerships because the new Prelude was so scarce across the country. One example is a Prelude in California that was marked up more than $20 grand over sticker.

Honda’s S+ Shift system adds another big question about the Prelude’s appeal. It simulates transmission shifts to create a more involving experience than a traditional automatic, rather than providing the mechanical interaction traditionalists love. Some drivers may enjoy the effect; others see simulated shifts as an elaborate answer to a question a manual transmission already answered. The distinction is central to the car’s polarizing identity.

Still, calling it merely a Civic Hybrid in a prettier suit overlooks the car’s new hardware. The Prelude incorporates Civic Type R-derived suspension components and adaptive dampers, with tuning tailored to its grand-touring mission. Its EPA rating of 44 mpg combined also delivers a benefit that horsepower comparisons miss. Honda prioritized chassis sophistication, efficiency, and everyday usability over blistering acceleration.

Different Buyers, Different Scorecards

Japan’s early customer profile helps explain the disconnect. Older buyers played a substantial role in the initial order surge. That suggests the Prelude’s appeal extends beyond enthusiasts demanding maximum performance per dollar. A stylish, efficient coupe can attract customers who value an enjoyable daily drive more than a manual transmission or bragging rights. Older guys didn’t want to shift for themselves, but they wanted to feel young again in a car that might bring back memories.

Although the Prelude has not been universally loved by car critics, not has every driving assessment been dismissive about it. Autoblog staff gave it some solid props but not an unequivocal recommendation. It has been called pleasant, smooth, refined, and sharp. It has not, however, silenced the voices of those who wanted something more analogue. They will have to accept that this is the Prelude for the hybrid and digital age.

Final Thoughts

The Prelude can, therefore, be a limited production commercial success without becoming an enthusiast favorite. Its Japanese launch exceeded Honda’s demand target; its American sales performance is a qualified success. The real blunder would be treating either online disappointment or an early order surge as the complete assessement of the new Prelude. Drivers who want a mildly sporty, sexy-looking, efficient coupe should look no further, but for those who crave a nostalgic and analog driving experience should turn to other fare.

Since the ’90s, AMG has been shoving V8 engines in its C-Class, with the original C43 being the reason why we’ve always expected eight cylinders in the most potent Cs. Sure, there was the C32 AMG Kompressor, but Mercedes quickly rectified that with the C55 AMG.

Then came the W204 C-Class, and with it, the 6.2-liter V8 in the C63. The W205 had a downsized engine, but it still packed a 4.0-liter V8 with a pair of turbochargers. Then the W206 halved its displacement and cylinder count, replacing it with a plug-in hybrid system.

Yes, it made more power than the V8s, and yes, it was also faster. However, the soundtrack was clearly part of the C63’s appeal, not just outright speed. Simply put, people voted with their wallets and went to Audi and BMW instead. There’s no denying the electrified C63 stayed anchored in dealer lots, and it was put out to pasture earlier this year.

Course Correction

Mercedes-AMG has since admitted that it made a (massive) misstep turning the C63 into a four-cylinder plug-in hybrid. It has since promised to double down on V8s for the top performance models, and the new flat-plane crank motor is making amends for that. That engine debuted in the heavily updated S-Class, and it’s now in the GLE 63 and GLS 63, packing more power.

We can expect this engine to appear in the upcoming S63 as well. Also, Mercedes-AMG just unleashed the CLE Spezialanfertigung, effectively a CLE 63 with a proper V8 under the hood. It’ll be a limited-run model, though, but it marks the return of V8 power in a compact(ish) AMG.

Meanwhile, the C-Class has no V8 AMG on offer, but at least the brand is atoning for the lack of engines bigger than a four-cylinder. The C53 is coming soon, and it will use a turbo inline-six from the GLC 53, with an expected 443 hp and 443 lb-ft.

Comeback Confirmed

Mercedes-Benz chief technical officer Jorg Burzer recently spoke to Australian automotive media, and Drive noted that AMG is, indeed, working on a new C63 model. An electric C63 is already expected, but Burzer confirmed a combustion-powered version will also arrive.

That said, don’t get too excited just yet. It will be for the next-generation combustion-powered C-Class and not the current model. Still, the fact that it’s happening should be to the delight of AMG fans, but only if it will have the right engine, of course. More interestingly, the next C63 will adapt the same route as the BMW M3 with either pure electric or pure combustion versions, rather than following Audi with a middle-ground solution with the RS 5 plug-in hybrid.

Will the V8 Come Back?

Now that the C63 comeback is confirmed, it’s only natural to ask whether it will have a V8. Burzer was pressed by Australian media to answer, but the executive tried his best not to budge. He said, “I don’t want to talk about the future plans here, but there is [an] exciting future ahead of us.”

Still, the press were persistent, and when asked whether the flat-plane crank V8 will fit in the next-gen C-Class chassis, he jokingly replied, “I don’t know,” followed by, “I don’t know what these guys are doing at AMG.” It wasn’t long ago that AMG dashed hopes for an immediate return of V8 power in the C63, but recent banter between the media and the manufacturer is making us hopeful. If not the V8, a hotter version of the inline-six is possible. Anything but the plug-in hybrid four, perhaps.

That said, the new-generation C-Class is still a couple of years away, since the current model just got a facelift. Given that Mercedes model cycles last seven years, we might see what will presumably be called the W207 by 2029 at the earliest. It’s also worth pointing out that Mercedes invested heavily in making the new V8 Euro 7 compliant, so it probably won’t do any harm to offer it in more vehicles. It might even get a better return on investment after C63 fans were denied V8 power for the last couple of years.

Ferrari Luce: Pricing Is All But Irrelevant

Despite the controversial styling, the much-berated all-electric powertrain, and the obscene cost, throngs of speculative flippers, Icona Series hopefuls, longtime aficionados, and new customers are all sending money to Maranello to reserve a Luce; Ferrari says the EV hit its sales target in just two months, with China leading many of the orders. As the first all-electric Ferrari, the first vehicle designed by LoveFrom (through industrial designer Marc Newson and ex-Apple designer Sir Jony Ive), and the first Prancing Horse with five seats, the Luce is unique in many ways, and those revolutionary attributes contribute to the Luce’s appeal, even if a former CEO, purists, and hardcore enthusiasts renounce the car. In fact, Ferrari execs seem pleased with how much negative talk has surrounded the Luce. As they say, there’s no such thing as bad publicity.

Related: Ferrari Luce Leads The Most Controversial Car Reveals In Recent Memory

For your $560,800, the Luce offers a quartet of synchronous permanent-magnet electric motors, with output bias favoring the rear axle. Altogether, the Luce delivers up to 1,035 horsepower, which seems mildly excessive until you remember that EVs are heavy, and this one is no exception at 4,982 pounds, despite an all-aluminum body. 0-62 mph takes 2.5 seconds and 0-124 mph takes 6.8 seconds, though Ferrari could have made the EV even quicker. It chose against doing so and worked alongside NASA to help occupants retain their lunch under acceleration.

Autoblog’s Take

It’s remarkable that the U.S.-spec Luce is cheaper than the European one despite aggressive tariffs, but it’s still priced obscenely enough to make your accountant swoon. With more powerful, more expensive, and more advanced vehicles appearing at a frequency that sometimes feels impossible to keep up with, hearing that an all-electric Ferrari exists is no surprise. Hearing that it produces more power than a Bugatti Veyron barely raises an eyebrow. And hearing that it costs more than any other series-production Ferrari on sale today doesn’t even make you flinch. Whether it’s worth the money or not seems inconsequential – it’s a Ferrari, and no matter what it’s powered by or how it’s priced, that storied yellow shield seems incapable of dissuading monied buyers.

HRC Wheels, Exhausts, and More Coming to Honda Products

To begin with, the range of HRC Performance Parts will include lightweight forged wheels and tuned exhaust systems, but Honda has much more coming, which we’ll discuss shortly. The initial range caters to the Civic Type R (2023+) and Integra Type S (2024+), with HRC working alongside Italian outfit 2elle-engineering (wheel supplier for the race-winning 10,000-rpm Acura ARX-06 LMDh race car) to develop a forged aluminum wheel measuring 19 inches in diameter and 10 inches in width (0.5 inches wider than standard CTR/ITS wheels), finishing the thin spokes and rims in a glossy gray that matches the race car’s aesthetic. Each wheel tips the scales at just 20.8 pounds, or 5.5 lbs less than factory, saving 22 lbs of unsprung mass overall, and the offset on each has risen 5 millimeters to 55 mm. Not only does this improve track width, thus enhancing traction and grip, but the increased offset will also improve ease of fitment of larger calipers, which is not by accident…

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For the Honda Passport (2026+) and Pilot (2023+), HRC worked with Titan 7, which supplies the corporation with wheels for Pikes Peak International Hill Climb racers and other production-based racing programs. In this case, strength was the key, and the new HRC 18×8-inch wheel (ET40) is forged from aircraft-grade 6061 aluminum at 10,000 tons of pressure, increasing load capacity for each wheel by over 220 lbs compared to the standard wheel. This comes in either Machine Black or Techna Bronze, each with “Honda Racing” impressions on the wheel face. The SUVs also get access to a 304 stainless steel Borla exhaust with HRC logos on the tips. This increases flow by up to six percent without causing drone at cruising speeds, and it’s designed to take up as little space as possible while working with the factory exhaust hangers. As a result, ground clearance on the Passport and Pilot increases by an impressive 1.9 inches. All of these upgrades will be available exclusively through Honda and Acura dealers or the online Honda DreamShop, but more is coming.

More to Come From Honda and HRC

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When an automaker announces that it will offer factory-backed aftermarket upgrades, wheels and exhaust systems are the easiest place to start, but many stop there. Not so with Honda and HRC – their SEMA exhibit will also showcase “prototypes of future parts,” and these will include adjustable coilover suspension with camber plates, a big brake kit from Brembo with six-piston calipers, and a short-throw shifter. Those things are catnip to serious driving enthusiasts, and we can’t wait to see what else Honda and HRC offer next. Hopefully, pricing is as fun as the parts themselves.

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When the Charger Daytona EV debuted in 2024, it was only available in two-door coupe configuration. It was still roomy inside, but the absence of two rear doors made it less than covenient. Dodge was wise to bring four doors back to the EV, and they’re especially welcomed for the more affordable gas version. They make the family muscle car complete. After driving the Charger Scat Pack Plus with the Sixpack engine, here are five reasons why it makes a great car for dads.

1. All Wheel Drive Traction

The last Charger had only one trim level with all-wheel drive. The 2026 Dodge Charger SixPack Scat Pack’s standard all-wheel-drive system helps put its 550 horsepower to work without eliminating the car’s rear-drive character. A multi-disc clutch transfer case varies torque delivery between the axles depending on conditions, while a front-axle disconnect reduces driveline drag when driving the front wheels isn’t necessary.

It’s also sophisticated enough to change its character when drive modes change. Sport mode favors the rear axle for more playful behavior, and Wet/Snow mode uses a 50/50 front-to-rear split for ideal grip. You can even choose an exclusively rear-wheel-drive mode sends all available torque to the rear axle, where a standard mechanical limited-slip differential helps manage all that power.

2. Real Room for Five

To ask a muscle car to comfortably accommodate your family is a tall order. Mustang? Nope. That’s a 2+2 and there’s just 29 inches of rear legroom. The 2026 Dodge Charger sedan backs up its muscle-car attitude with genuine everyday space in both rows. The sedan is comfortable and spacious enough for a family of five. Front occupants get a broad cabin and 42.6 inches of legroom. The redesigned interior also makes the cabin more open, so it’s not nearly as cosseting as the last Charger sedan.

As good as the front sport bucket seats are, especially the optional High Back Performance Seats, the rear seats are the deal maker for families. The back row provides 37.2 inches, giving adults room to stretch their legs. It has more rear legroom than both the Hyundai Sonata and the Nissan Altima, both dedicated family sedans that can’t deliver the Charger’s level of performance. That translates to usability for driving kids to school and even taking the Charger on vacation.

The last Charger actually had more rear legroom, to the tune of 40.1 inches. The problem, however, was the overall lack of comfort in the bulky cabin. The rear center seating position also had an oddly tall transmission tunnel bulge, making it difficult for the passenger to sit comfortably. Overally, the new interior is more accommodating.

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3. Ample Cargo Space

No one expects a muscle car to have a big trunk. It’s the opposite in the Charger, and for the first time since 1987, the Charger takes the form of a liftback, where the space is almost double that of some standard sedans. It has a capacious 22.8 cubic feet with the seats in place (the Toyota Camry has 15.1 cubes). You can can even fold down the rear seats for additional cargo space (a total of 37.4 cubic feet).

The hatch opening is wide, and the liftback opens high for easy loading. Luggage, groceries, and even longer loads can fit in the back of the Charger, especially when you fold the back seats down. If you want to compare it to the only other muscle car for sale today, the Ford Mustang has just 13.3 cubic feet. I had no qualms about throwing my kids huge backpacks, groceries, and after school sports gear in there, and it meant that I didn’t have to worry about running out of space. The liftback turns the Charger into a genuine gear hauler, and that’s a win.

4. Physical Controls

One major trend in modern vehicles right now is the overuse of technology. The Charger still has sizable screens (12.3″ touchscreen, optional 16″ instrument display), but there isn’t an overeliance on touch controls, thankfully. You can make climate adjustment on the touch panel below the screen, and audio adjustments can be made using the two physical knobs in the bottom corners of the frame.

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Additional buttons for traction control, auto start/stop, and parking sensors are at the base of the center stack. I also appreciate the large shift knob on the center console. It mimics old-school mechanical shifters, and it’s very easy to operate, along with the large start/stop button just aft of the shifter. The steering wheel’s physical buttons are also very easy to operate while driving, and they’re laid out logically. These all keep distraction to a minimum, and that’s vital when kids are screaming, singing, and generally being kids.

5. The Hurricane Engine

No, the engine does not make the Charger a family car. It makes it a family car that doesn’t surrender to convention. The Charger SixPack Scat Pack is for dads who need a bona fide family sedan but don’t want to feel like they’ve had to give up the thrill of driving. Its high output 550-horsepower twin-turbo inline-six makes for a real muscle car experience, delivering astounding acceleration that gives you a reason to look forward to driving—even when it’s just to soccer practice.

Criticisms of the engine being down two cylinders should drive the Charger Scat Pack Sixpack. It’s a marvel of an engine, and it launches the car to 60 mph in just four seconds. That’s properly quick. But the Charger’s powerful engine doesn’t make it a beast to drivein daily conditions. It’s smooth, balanced, and even the ride is comfy. All-wheel drive helps put all the power down, while selectable rear-wheel drive preserves a playful side for appropriate closed-course outings, along with the Charger Scat Pack’s line lock for burnouts.

Final Thoughts

The Charger Scat Pack Plus isn’t an EV. It’s not a miserly family vehicle either. It’s a muscle car for families that provides a comfortable cabin with room for five, all-wheel drive, solid physical controls, a capacious cargo area, and the power to move. It’s not the first family sedan that will come to mind when you’re shopping, but when’s the last time an Accord or a Camry got your pulse racing? The Charger will never sell in nearly the same numbers as the family sedan front runners, but maybe that’s just another reason you should seriously consider one.

2027 Bentley Continental GT Supersports Convertible Looks Menacing

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Besides the fabric roof, the GT Supersports Convertible looks nearly identical to the coupe, but that roof makes all the difference. While the coupe has a shallowly raked rear windshield that gracefully culminates just short of the rear spoiler, the fabric roof on the convertible is flatter on top and drops away more sharply, with a steeper rake and thus a smaller rear window. Where the coupe’s roof ends, the convertible has a shutline for the panel that conceals the roof-folding mechanisms, and in profile, the effect is almost longtail-like (or perhaps even pickup-like?). That brings us to the other obvious change over the coupe: the side-skirts. Although the convertible has the same cutaway front bumper with aero flics directing airflow over the front wheelhouses, the drop-top seen here is missing the carbon fiber barge boards and skirts behind the wheel arches. That said, this is the first sighting of the Supersports Convertible, and it’s quite likely that more advanced prototypes will appear with new fenders and rocker panels. In every other respect, however, from wheelbase to overhangs, the Convertible is a dead ringer for the hard-top, retaining recessed bodywork aft of the rear wheels, a very chunky trunk lid spoiler, and sharp exhaust tips in an angular diffuser panel.

Bentley Conti GT Supersports: Big Power, Regular Battery

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The Bentley Continental GT Supersports Convertible is expected to have the same powertrain figures as its hard-top sibling, which means the drivetrain sends power exclusively to the rear axle through an eight-speed dual-clutch automatic and an electronically controlled limited-slip differential. And instead of a plug-in hybrid setup generating the juice, the Supersports relies on a 4.0-liter twin-turbocharged V8 developing 657 horsepower and 590 lb-ft of torque. Since the Convertible adds extra weight in the form of an electronic folding fabric roof, it’ll likely fall slightly short of the coupe’s 0-62 mph sprint time of 3.7 seconds, though the 192-mph top speed may carry over. Carbon-ceramic brakes, 22-inch forged wheels, and a titanium exhaust system from Akrapovič will also appear in the two-seater. Bentley offered just 500 Supersports coupes, but it remains to be seen whether the automaker will increase, maintain, or decrease the level of exclusivity with the Convertible. We’ll bring you more info as we get it, but we assume production will begin before the end of 2026 for the 2027 model year, and pricing will likely exceed the coupe’s near-$500k asking price.

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If you make a list of the best high-performance sedans, cars like the BMW M3 will inevitably appear, regardless of generation. The thing is, there are far more great performance four-doors out there, and we say the Giulia Quadrifoglio deserves to be there.

And what’s not to like about the Alfa Romeo? It’s got a Ferrari-derived engine wrapped in a sedan package, effectively making it a modern-day Lancia Thema 8.32. The difference is that the Giulia Quadrifoglio is rear-wheel drive, so you can get genuine tail-out action from it. It also helps that its chassis is genuinely well-balanced and the steering is wonderfully communicative.

A Solid Foundation

The Giulia Quadrifoglio is a great driver’s car, so it’s no surprise that its platform has been used in pretty special builds over the years. A recent example is the 55-SGT that turned the Giulia into a homage to the 155 DTM from the ’90s. Even Alfa Romeo had fun with the platform when it built the Giulia SWB Zagato as a one-off for a very special client.

Now, another coachbuilder wants to turn the sport sedan into something completely different. The coachbuilder’s name is Castagna Milano, and it reckons it can build a roadster out of the Giulia Quadrifoglio.

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The Plan

Castagna Milano has been around for nearly 180 years, evolving from building horse-drawn carriages to cars. It’s no stranger to bespoke vehicles, so building a roadster from a sedan is well within the company’s wheelhouse. The unique car doesn’t have a name just yet, but it should be revealed in due course.

That said, Castagna Milano needs a backer to make the project move forward. What you’re looking at isn’t the final product, but a 3D render of what it could look like if the build is allowed to proceed. But while we wait for that to happen, the coachbuilder has laid out some details of the car.

Its floorplan will be based on a Giulia, but the body on top will be completely different. The dash-to-axle distance has been stretched by nearly 13 inches, pushing the front seats back closer to the rear wheels. The design is bespoke, with a soft top for a true classic vibe. As for the engine, it’s the same Ferrari-derived 2.9-liter twin-turbo V6, so we’re expecting at least 505 hp and 443 lb-ft of torque. All it needs now is someone to fund this one-off project so it can hit the road.

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Announced October 20, the U.S. rollout also includes regional availability at Blain’s Farm & Fleet. Advantage first appeared online in 2024, but the big news is that K&N’s long-lasting filters are now easier than ever to buy. K&N’s announcement details the launch. The headline attraction is an engine filter K&N says can last up to 24,000 miles without the cleaning washable alternatives require, which sounds quite appealing, especially if vehicle maintenance already competes with everything else on your calendar. That said, the mileage claim deserves some context before you add one to your cart.

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Three Filters For Two Different Jobs

The Advantage family comprises two engine-filter lines and one cabin-filter line. Their purposes differ: engine filters protect the engine’s intake air, while cabin filters treat the air entering the passenger compartment. Start by identifying which maintenance item your vehicle actually needs.

These are starting MSRPs from K&N’s announcement; fitment and retailer pricing can change the bill.

K&N says the engine filters use synthetic or cellulose-blend media, depending on the application. It claims filtration efficiency of up to 99% for Advantage and up to 99.5% for Advantage Plus. These are manufacturer-claimed figures, not results from an Autoblog comparison test. According to K&N, the cabin filter is also designed to reduce unwanted odors. The Advantage and Advantage Plus specifications describe the engine-filter claims.

The engine filters fit the factory airbox, and K&N says installation typically requires no tools. Owners should still check their vehicle’s instructions, since access varies. These are disposable filters, so buying one does not add a washing or reoiling routine to your weekends. K&N says Advantage Plus engine filters carry a one-year limited warranty. That is separate from the advertised mileage interval, which some drivers may not reach for two years.

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What The 24,000-Mile Claim Actually Means

K&N specifies normal highway driving conditions for the 24,000-mile engine-filter interval. Its 18,000-mile product carries the same condition. Dust exposure can change replacement needs considerably; anyone regularly driving unpaved roads should pay attention to filter condition and their vehicle’s maintenance guidance. The “twice the life” comparison also uses a specific baseline: a disposable filter replaced every 12,000 miles. That is not a universal factory interval. For example, Ford’s 2026 F-150 owner’s manual specifies engine-filter replacement every 30,000 miles, with inspection and earlier service as conditions require.

Consequently, a 24,000-mile rating does not automatically extend your existing maintenance schedule. It may actually be shorter than the interval your vehicle manufacturer specifies. Compare the exact replacement filter’s instructions with your owner’s manual before treating the packaging as permission to postpone service. The economics need the same scrutiny. At its advertised starting MSRP, the $36.99 filter costs about $1.54 per 1,000 miles if it reaches 24,000 miles. That provides a comparison point, but proving savings requires the price and service life of a competing filter for the same vehicle. Fewer replacements only become better value when the full calculation supports them.

Expect Sensible Maintenance Benefits

Air-filter advertising can often make a routine replacement sound like a performance modification. Replacing a clogged filter can help with acceleration, but expectations about fuel savings should be tempered. Federal FuelEconomy.gov guidance says replacing a clogged filter on modern fuel-injected vehicles doesn’t improve fuel economy, though it can improve acceleration. Older carbureted vehicles can respond differently. K&N’s racing heritage doesn’t prove an Advantage filter adds horsepower over a fresh factory filter. Without comparative testing, the appeal comes down to convenient maintenance, suitable filtration, and a price that makes sense for your application.

Overall, I like the accessibility of K&N’s proposition. An approachable maintenance job becomes easier to consider when you can pick up the replacement part where you shop for groceries. Just check compatibility, compare prices for your specific vehicle, and keep the service guidance in view. The most convincing air filter is ultimately the one that does its job properly while asking an appropriate amount of your time and money.

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The shape, the look, the feel of this thing screams classic. I’ve always had a soft spot for BMWs for some reason, and this represents a high watermark from one of the brand’s most formative eras. A luxury sports car with a big inline-six at the front, driven wheels at the back, and four seats between, the CS is emblematic of a formula the Bavarian automaker has been trying to hone for generations.

The Numbers

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Inarguably, the most critical aspect of that formula is one of the brand’s many straight-six engines. The real ball-knowers call this one the M30, an evolution of an earlier version with less displacement. This one, as the name implies, comes with a full three liters of it. No replacement, and so on. Power, as a result, is a surprisingly modern figure: 200 horsepower and 199 lb-ft if yours is fuel-injected, or 178 hp and 188 lb-ft if it’s carbed. You also got your choice of three-speed auto or four-speed manual. Thank Christ this is the latter.

Don’t Call The CS “Old”

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Depending on the vintage, these cars weighed somewhere between 3,050 pounds and 3,200 pounds. That means even by today’s standards, the old BMW has some get-up to it. There’s a surprising rush of torque, especially given this is just a four-speed. The clutch is twitchier than newer cars, but get out of it and onto the gas, and the reason for owning one of these becomes increasingly clear as the revs rise.

The strong, easy pull of the M30 is something a fella could become partial to, and that’s omitting the noise. That BMW sound is in full force here, and suffice it to say, words don’t do justice.

Tipping the car into a corner, I was surprised at how easily it set to the task, with the four-wheel independent suspension feeling shockingly modern given I’d just climbed out of a new Miata the day before. Sure, you feel like the whole thing is going to tip, but it doesn’t, and the steering is communicative despite how much play there is in a car this old.

Similarly, the brakes feel surprisingly modern. They’re damn heavy, but one ought to expect a little more work given the age of the car. With discs at all four corners, I couldn’t imagine how impressive this thing felt 50-some years ago. Hopping off the brakes and back to the gas, the 3.0 exits corners gracefully, and while it’s definitely not in a rush, you could have plenty of fun in one of these on a nice back road without feeling like you’re holding up traffic.

The 3.0 CS Is More GT Than Sports Car

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It’s worth pointing out that this is the cruiser of the BMW lineup at the time. The little 2002 was more of a sports car, but the 3.0 is still plenty fun. Chill out and start cruising around, and it’s a lovely experience. The interior is nice, even given the ’70s plastics. The seats are beautifully upholstered, plenty comfy, and while there’s basically zero bolstering, you’ll be too busy catching a big ol’ vibe with the windows down to care.

There’s a shocking amount of visibility, as in all cars from the 20th century and prior, and I’d imagine this would be an immensely fun car to take a road trip in thanks to the cushy ride, big trunk, and plush seating.

Classic Looks In And Out

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Given its 1971 vintage, it’s evident this car is more of a midcentury vibe than cars that would succeed it. The gentle curves, even the one in the windscreen, chrome accents, and thin pillars (with obligatory Hofmeister kink at the rear quarter window) all attribute themselves to the swinging ’60s. I’ll be the first to put up my hand and claim a BMW bias, but it’s hard to argue with what’s going on here even if I weren’t inclined.

The story inside is the same. The low dash and ample glass mean it feels like you’re sitting atop a car rather than in it, and the shifter feels sort of low in the car, either as a result of this or the high seats. The center console sets the precedent for BMW interiors all the way up to the E46 generation 3 Series, with window switches flanking the shifter and a litany of physical controls.

Final Thoughts: BMW’s 3.0 CS Is A Well-Loved Classic For A Reason

There’s very little to complain about here. Time does this thing to old cars, where they seem to get better the further removed they are from the constraints of their day. I have no doubt someone’s period test drive of this has some nitpicks to it, but it’s tough to point out objective flaws in something that’s become more than just transportation. I guess the shifter is pretty ropey? Truly, that’s about it. The bones are here, and you can see why BMW is still making sports cars within this format more than five decades later.

First Mild-Hybrid BMW M3 Sounds Angry

The new M3 sounds very similar to the existing one, which is powered by the S58 3.0-liter twin-turbocharged inline-six. Thus, while BMW may well designate the new engine with a new code, it’s likely to be an evolution of the same recipe. To help keep it emissions-legal in Europe, the mill is expected to adopt pre-chamber ignition, which BMW calls “M Ignite” technology. Pre-chamber ignition systems add a separate spark plug to a small area within the cylinder head, effectively pre-burning most of the air-fuel mixture before it reaches the traditional combustion chamber above the piston. Overflow openings in this pre-chamber send the partly spent mixture out into the main combustion chamber, where the traditional spark plug completes the ignition process, and this results in a cleaner, more complete burn that uses more of the air-fuel mixture’s total potential energy.

Related: 2028 BMW M5 Spied With a Dramatically Different New Face

According to BMW M, its system works as normal at low and medium revs, with the conventional spark plug firing in the main combustion chamber. This means the new engine should sound similar to the current S58 until it gets pushed (though the increasing dulling of exhaust systems to meet noise limits may have an impact). At higher revs and loads, the pre-chamber ignition system becomes the primary source of fuel ignition, maximizing the force produced during combustion, and BMW says “the flames generated as a result […] exit the pre-chamber at around the speed of sound.”

Final Thoughts

With sightings of M3 mules becoming more and more frequent, BMW appears to be close to wrapping up most of its development. However, with the current G80 M3 remaining on sale for next year, the next-generation G84 will be a 2028 model, and that means a reveal won’t happen until we’re at least a few months into 2027, if not a few quarters. We know it’ll have M Vision Neue Klasse-inspired styling, but we don’t know how much power will be on tap. That said, both AMG and Audi Sport offer north of 600 horsepower from their latest C 63 and RS 5, respectively, so it seems logical for BMW to continue stoking the flames of competition with something that plays in the same ballpark. We’ll bring you more info as soon as we get it.

At NWAPA’s Drive Revolution event in Vancouver, Washington, I spent about 30 minutes behind the wheel to see how that outrageous engineering translates into normal, everyday driving on ordinary roads. For all its airborne ambitions and sports-car acceleration, the TRX still needs to offer something worth enjoying between the opportunities to unleash it. With my tester wearing a $108,215 price tag, I wanted to understand how much of its appeal remains when your right foot exercises a little restraint—and all four tires stay on the ground.

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Powertrain And Driving: What 777 Horsepower Feels Like On Normal Roads

After sitting out the 2025 and 2026 model years, the TRX returns with a reworked supercharged 6.2-liter Hemi V8. A smaller pulley spins its 2.4-liter supercharger harder, while a revised intake, higher fuel pressure, and updated calibration help raise output from 702 to 777 hp. The redline climbs to 6,500 rpm, and torque reaches 680 lb-ft. The TRX stamps out its power less abruptly than other Hellcat-powered models, perhaps owing to the truck’s weight. Instead, it gathers pace progressively, then suddenly you look down, and the speedometer reads a considerably higher speed than what your senses believe to be true. The supercharger gives the powertrain a sharp, immediate sense of elasticity you can play with—via the positioning of your right heel—to either waft you around town or snap the three-tonne truck to speeds you’d be swiftly arrested for doing in some states.

The TRX’s chassis adopts second-generation Bilstein Black Hawk e2 adaptive dampers from the RHO. Electronically controlled valves regulate compression and rebound independently, while Ram Active Terrain Dynamics coordinates suspension behavior with traction and stability control. Front spring rates, jounce bumpers, and damping calibration are matched specifically to the V8 application. Hydraulic jounce control cushions extreme suspension compression, while the long-travel layout retains 13 inches of front travel and 14 at the rear. Those clever underpinnings deliver a cushy ride with surprisingly refined body control, capable of conquering a road trip as comfortably as it can hop over sand dunes.

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Interior And Technology: Luxury To Match The Muscle

With a supercharged V8 making such a spectacle of itself, the TRX’s cabin risks having its surprising sense of occasion overshadowed. Yet its material quality impressed me immediately, and the generous use of suede adds abundant visual depth. The striking headliner adds tons of drama to an experience already overflowing with it, making the interior feel appropriately indulgent for a six-figure truck. For 2027, that full suede headliner and the matching sun visors are new to the TRX, alongside a leather-wrapped airbag cover—details borrowed from the luxurious Ram 1500 Tungsten.

As specced, my tester also borrowed massaging front seats, heated and ventilated seating in both rows, and reclining rear seats from the luxurious Tungsten model. 2027’s updates also add a 14.5-inch Uconnect 5 touchscreen and standard hands-free driving assistance. Those amenities are now standard TRX equipment, which helps explain where some of that purchase price goes. Although my time with the Ram was brief, the cabin felt seriously luxurious, contributing something worth enjoying whenever the engine’s theatrics subside.

Value: Making Sense Of A Six-Figure Supertruck

There’s no doubt in my mind that, despite its six-figure price tag and downright disturbing fuel economy—EPA estimates just 10 mpg in the city and 14 mpg on the highway, for an unsettling combined total of 12 mpg—the Ram 1500 SRT TRX won’t struggle to find buyers. The TRX’s callous disregard for rationality is precisely what makes it so desirable in the first place, and though I wouldn’t go so far as to call the thirsty, expensive truck a “bargain,” its value proposition actually has a bit more substance than emotional appeal alone. Starting at $102,790 including destination, it undercuts the 2026 Ford F-150 Raptor R’s $113,725 starting price by nearly $11,000. Even my $108,215 tester costs about $5,500 less than the Ford’s starting price, while delivering 57 more horsepower and massaging seats. Within this wonderfully irrational corner of the truck market, the Ram’s pricing is surprisingly competitive.

Used examples add another intriguing element to the value equation. A 2021 TRX with 31,000 miles sold on Bring a Trailer for $69,500 in August 2026, retaining approximately 78% of its original $88,990 sticker price. A 2022 example with 14,900 miles brought $73,000 on Cars & Bids that May, roughly 80% of its original $90,985 MSRP. Keep in mind these are real auction results before fees and taxes, so they offer far more substance than optimistically priced classified ads. Two sales on platforms known to draw in high bids may not be enough to establish an average depreciation rate or predict this new model’s future value, and anyone who paid a substantial dealer markup faces different margins of return. Nevertheless, I find those results somewhat reassuring here: buyers still tend to attach considerable value to the TRX’s particular brand of excess long after they leave dealer lots.

Its 12-mpg combined rating is still an expensive appetite to satisfy, and maintenance, insurance, and tires deserve consideration, too. But desirability matters when buying a vehicle and when eventually selling it, and, truthfully, I don’t imagine the average TRX buyer really cares all that much about fuel economy. The TRX might be an expensive way to turn gasoline into laughter, but its financial case is still somewhat more defensible than its outrageous personality initially suggests.

Overall Verdict: Appeal Beyond The Numbers

The TRX’s appeal, as raucous and bodacious as it is, may actually lie mostly in how surprisingly refined and luxurious it feels as a complete package. Its elastic, brutal power delivery, cushy yet controlled ride, and indulgent cabin give you plenty to appreciate between the moments when the Hellcat engine gets to really stretch its legs. That matters, because even the most committed supertruck owner will spend more time cruising than catching air. At six figures, I expect more than a party trick or two, and the TRX’s blend of absurdity and refinement delivers an experience that feels special even on an ordinary drive. Its thirst remains difficult to defend logically, but thankfully, the enjoyment isn’t limited to the moments you’re emptying its tank fastest. Ram engineered this truck to leap over dunes, but I didn’t need to defy gravity to discover why it deserved to return from extinction.

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The dealbreaker, however, has always been the rather juvenile colorways. Sure, there are red and baby blue paint choices, which are at the more youthful end of the spectrum. Then there are more conservative colors like white, gray, blue, and black. The problem is, every color also comes with red trim pieces that turn the N from a sporty sedan into something only a street racer kid would choose. The track-focused TCR Edition made it even crazier with its added black trim and a spoiler bigger than a floating bookshelf. As a middle aged driving enthusiast, the coloring was a deal breaker. Now, all that has changed with the Monochrome Edition.

Red Out, Black In

Hyundai took away the thing that bothered me most, and the Monochrome almost looks like a completely different model. Monochrome means “single color” and that’s exactly what the all-black version does. The red accents on the N’s aero kit are gone, and body-colored trim pieces take their place. The front bumper gets more black between the intakes, which gives the Elantra N additional menace. Black forged wheels and matching black brake calipers round out the Monochrome. The multi-spoke wheels are also unique to this version.

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There’s no hint of red on the exterior, and that makes it more stealthy, more mature. There are only two colors: Abyss Black Pearl and Performance Blue (which isn’t technically a single color with its black wheels). The black version is the one to get. It gives off that special edition vibe with a sinister edge, and it lets you see the shape and the creases of the car instead of its high-contrast highlights. I like the fact that the black coloring keeps your eyes focused on the excellent design of the Elantra N.

Pick Your Level of Restraint

The Monochrome comes in two trims. The Base Trim keeps all the same coloring, and it’s attractive all by itself. The top-end Upper Trim adds high-end features like carbon-fiber mirror caps and a carbon-fiber rear spoiler, giving the Elantra N Monochrome a downright premium look that’s typically found on German sports cars and sports sedans. The wing is much tamer than the towering one on the TCR Edition, so it still looks fairly calm by comparison.

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Blue stitching and striping are everywhere, including both the manual and the automatic shift knob. Except for the coloring, the cabin remains pretty much the same as the already sporty Elantra N’s interior. There’s Alcantara on the seats, door panels, steering wheel and center armrest. It’s paired with light-blue contrast stitching throughout and black steering-wheel buttons where there used to be red ones.

Ill-Timed But Still Appreciated

There’s some bittersweet timing here. Korea already has a new-generation Elantra, but the N is still based on the outgoing car, and its replacement with the redesign isn’t due until 2027. That makes the Monochrome a farewell edition of sorts, and a good one. It also hints at where the brand is going. Hyundai has talked about a new mid-level performance line between the full N cars and the N Line trims, and this toned-down approach could preview its look.

The Monochrome launches first in Korea, Canada and Australia. Hyundai says other markets will get details later, but U.S. availability hasn’t been confirmed. While there’s no guarantee either way, at least it’s not a hard “no”. That’s frustrating, because this is the version that could finally win over buyers who loved the way the Elantra N drives but couldn’t live with the way it looks, including me. This is a sports sedan painted so a middle-aged guy wouldn’t look completely out of place in the driver’s seat.

Final Thoughts

The Elantra N was always a great driver’s car in the wrong duds. The Monochrome keeps everything that makes it great and drops the visually blaring costume. I’ve always respected the Hyundai Elantra N more than I’ve wanted one. It’s one of the best-driving front-wheel-drive performance cars on sale. But the styling was always the difficult hangup for me. The new Elantra N Monochrome just made my short list by changing the right things and keeping all the good stuff, if only it would come here.

That all became especially apparent on British Columbia’s picturesque Sea-to-Sky Highway—my all-time favorite driving road—where the Genesis seemed to filter the outside world with remarkable judgment. A gentle rush of ambient wind remained audible over the wing mirrors, enough road feel still came through to my hands to keep me informed, and its suspension softened the pavement beneath me without compromising control. I enjoyed driving it smoothly enough that simply getting somewhere became an enjoyable part of the day instead of a chore. And when I turned things up a notch, the G80 handled spirited drives with as much composure and gratification as it did when driven like a chauffeur.

Of all the Genesis models I’ve driven, the G80 might offer the most convincing balance of everything the brand does so well these days. It feels more substantial than the bread-and-butter GV70, yet its luxury remains approachable in a way the more grandiose G90’s sometimes doesn’t. In other words, it’s something of a Goldilocks Genesis, and the Prestige Black spec adds yet another layer of richness. That impression may have sprouted from how satisfying it was to drive, but a luxury sedan’s appeal has to extend to the moments spent just sitting in traffic, adjusting the climate controls, or getting comfortable on a longer journey. Over my week spent with the G80, those everyday details helped explain why this particular Genesis resonated with me so strongly, while also exposing a few areas where its flagship aspirations deserved closer scrutiny.

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Powertrain And Driving: Making Every Input Count — 9.5/10

When I reviewed the Genesis GV80 Coupe 3.5T E-SC earlier this year, its calibration felt a bit jolty at lower speeds, especially compared with the G90 flagship sedan, which shares its electrically supercharged V6. I found none of that awkwardness in the G80, which, for clarification, omits the electric supercharger. Its twin-turbocharged 3.5-liter V6 feels so naturally suited to this application that it’s easy to imagine Genesis designed the engine specifically for it. Easing onto the throttle produces a progressive, satisfying build of power, with the whole experience feeling as richly indulgent as miso sablefish melting in your mouth. Lean harder on the accelerator, and dessert arrives; all 375 horsepower and 391 lb-ft of torque make their presence known quickly. Still, the G80’s appeal extends well beyond its ability to gather speed. The relationship between what you ask of it and how it responds makes even modest acceleration enjoyable, while the eight-speed automatic lets that smoothness carry through the experience at any rate of acceleration.

The suspension contributes just as much to that impression. Its Road Preview system uses a forward-facing camera and navigation information to anticipate the road ahead and adjust its damping, but from the driver’s seat, what impressed me most is how thoughtfully the outside world reaches you. Enough sensation remains to keep you involved, while the rougher edges are effectively dulled. Subtle wind noise rushes over the wing mirrors, providing ambient white noise without letting in so much that it feels unrefined, and although its suspension eats up bumps and bruises and offers cloud-like ride quality, the steering still communicates road feel clearly and, specifically in Sport mode, offers impressive feedback for an electronic steering system. I eventually settled on a custom My Mode configuration combining Sport steering, Comfort suspension, and Smart powertrain settings, and it captured what I appreciated most about the whole car: satisfying control over its movements, a supple ride, and power delivery that suited my driving style no matter what mood I was in.

Balancing comfort and performance effectively is hardly unique to the G80, and is ultimately a necessary achievement for any modern luxury automobile to be worthy of consideration. But what stuck with me was how consistently its character carried through both ideals. I never felt that it needed an exaggerated response to make a normal input seem exciting and engaging. Instead, it reminded me of the deeply satisfying interaction I associate with older German luxury cars, and sometimes miss in their modern counterparts, and that same emphasis on natural experience is perhaps best demonstrated by its cabin.

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Technology: Modern Features, Familiar Pleasures — 9.0/10

Genesis’ approach reminds me of a beautifully made hi-fi amplifier: modern electronics do the complicated work, while tactile, well-crafted dials make interacting with them feel rewarding and familiar, and in a luxury car, operating it ought to be as pleasant as looking at it. The G80’s 27-inch OLED display is sizeable, but the rotary infotainment controller and separate climate panel keep it from becoming the sole point of interaction, unlike in many of the sedan’s contemporary rivals.

Although the climate panel is touch-sensitive, its dedicated layout preserves a welcome sense of familiarity, and its rapid responsiveness and quick-serving haptic feedback leave little to criticize. The 18-speaker Bang & Olufsen system was every bit as impressive as the GV70’s, making music a memorable part of the experience. Wireless Apple CarPlay gave me some minor trouble at first, but those problems somehow disappeared after the first few hours. It worked without issue for the rest of the week, allowing the technology to settle into the background and letting me enjoy the drive.

Exterior Styling: A Luxury Sedan With Its Own Identity — 10/10

Despite wearing one of the prettiest contemporary luxury automobile design languages out there today, the G80’s proportions still do most of the talking here. Its long hood, flowing roofline, and gently sculpted flanks give it the presence I want—nay, insist upon—from a luxury sedan, while the two-line lighting establishes an identity that feels unmistakably Genesis. I also can’t help but feel the stacked headlights subtly nod to the W211 E-Class, which featured horizontally detached quad headlamps, and shares much of its spirit with the G80.

Against my tester’s white paint, the Prestige Black’s darkened grille, window surrounds, and 20-inch wheels give those softer curves a more assertive edge. The contrast highlights the shape, and the simple Genesis lettering across the rear keeps the tail clean and composed. What I appreciate most is how cohesively these details belong together. The G80 looks distinctive from almost every angle, with enough visual detail to reward a closer look. Its sense of occasion comes from the innovative, boundary-pushing artistry behind modern Genesis design, and that uniquely intriguing language bleeds into the experience of ogling the G80 from near or far, making you proud to stand next to it, and even prouder to call it your own. I couldn’t stop myself from staring whenever I had the chance, and I have no notes. To my eyes, this is one of—if not the—best-looking vehicles on sale today.

Interior And Practicality: Almost Flagship Luxury — 9.5/10

The G80’s cabin backs up my Goldilocks claims with the most substance. Black Nappa leather, patterned stitching, and black ash wood give the Prestige Black a moody, atmospheric feel rather than a dimly-lit, dull one. Variations in grain, sheen, and texture add subtle depth to the dark palette, while the controls and touchpoints reinforce the same sense of care I appreciated in its driving manners. The low driving position and outward visibility also add to the appeal, and I could enjoy the scenery along the Sea-to-Sky while feeling comfortably sheltered from the journey’s less pleasant elements. For its 2027 model year, the G80 Prestige Black also adds a heated front-center console armrest, giving its Mercedes-outdoing ambitions even more teeth than before.

As for practicality, the G80’s 42.2 inches of front legroom and 38.7 inches of rear legroom both exceed the BMW 5 Series, Mercedes-Benz E-Class, and Audi A6, giving its almost-flagship ambitions some practical substance. Luggage receives a less generous allocation of space, though: its 13.1-cubic-foot trunk is smaller than the BMW’s and Audi’s, although slightly larger than the Mercedes’. My only real disappointment inside the cabin was the driver’s Ergo Motion seat, advertised in some material as a massage seat but not quite one to full effect. Its adjustments to support and posture never delivered a substantial massage experience, and the front passenger gets no equivalent function. The G90’s more comprehensive massage features really make the omission stand out. It’s a first-world complaint, certainly, but in a top-spec luxury sedan, buyers pay for these small indulgences. At least it features soft-closing doors. Very swish.

Value: A Premium Price With Substance To Match — 9.0/10

At $80,150 before freight, or $81,695 delivered, the U.S. Prestige Black has graduated beyond the easy “cheaper than the Germans” argument, and I think that’s for the best. You no longer buy a Genesis because it offers the same for less; now you buy a Genesis because it offers more for the same. The six-cylinder Audi A6, BMW 540i xDrive, and Mercedes-Benz E 450 4MATIC start at $64,900, $67,700, and $73,700, respectively, before freight, but those numbers don’t reflect fully equipped models, whereas the G80’s figure does. Equipment makes the comparison much more interesting. The G80 includes Nappa leather, B&O audio, a head-up display, and Road Preview adaptive suspension. Mercedes charges $2,990 for Nappa, $3,400 for Pinnacle trim, and $3,200 for AIRMATIC; those options alone push the E 450 past the Genesis’ starting price, not to mention the many other add-ons you can choose. BMW’s $2,500 Driving Assistance Professional and $1,350 Luxury Seating packages also narrow the gap. Nevertheless, an A6 advertised with Executive and Driver Assistance packages at a $76,065 MSRP shows that Genesis doesn’t automatically win on price, but it’s at least upfront about offering a top-end luxury experience without cash-grabbing on the order sheet for features most people automatically expect in a vehicle of this caliber.

Running costs might temper all that enthusiasm a bit, though. The G80’s 18-mpg combined rating trails the 540i’s 28 mpg by a long way, costing approximately $1,190 more annually at 15,000 miles and an assumed $4 per gallon. And, yeah, filling it up at the end of the week made my wallet wince. On the bright side, U.S. buyers receive three years/36,000 miles of maintenance and a ten-year/100,000-mile original-owner powertrain warranty; Canadian scheduled maintenance runs five years/100,000 km. Ultimately, I still think the Prestige Black’s $1,000 premium over the 3.5T Sport Prestige feels reasonable for the added finishes I appreciated every day, and even if the four-cylinder G80 is a far more sensible money-saving alternative, I’d still opt for this V6’s richness and the Black’s presentation if I ever found myself in a Genesis showroom with an order book in my hands.

Overall Verdict: Genesis’ Goldilocks Luxury Sedan — 9.4/10

To loosely paraphrase Ryosuke Takahashi from Initial D, “The key to success isn’t power, it’s balance.” It seems Genesis’ development team has been brushing up on its anime, then. And it would have to, wouldn’t it? After all, the Genesis G80 had to pick things up from where the Lexus GS and Infiniti Q70 left off. It began as little more than an Asian-brand alternative to a European delicacy (the executive saloon, that is), but as its Japanese rivals bowed out of the longstanding segment altogether, it leaned even further into its own individuality. It stopped attempting to recreate a simulacrum of a distinctly Western experience from an Eastern perspective, and instead learned to celebrate its uniqueness through style, feel, and carefully curated nods to historical inspirations.

That keen sense of balance makes the G80 my Goldilocks Genesis: even more special than the lovable GV70, indulgent enough not to miss the exquisite G90’s added grandeur too much, and rewarding enough to make the long way home feel like time well spent. Its thirst, and perhaps its underwhelming massage function if I’m being picky, leave room for improvement, but neither overshadowed how much I enjoyed the whole experience. It all brings me back to the W211. What I cherish so much about cars like that is how satisfying they make the not-so-sexy business of simply getting around. The G80 gives me that feeling, along with a style and personality I appreciate just as much.

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There’s a lot of activity at McLaren, and it’s not just the new logo. Recently, the British automaker laid out its plans for the future, and it’s looking interesting, to say the least.

We know that the next generation of its supercars is coming, but it’s also lining up cars that go beyond that category. For starters, the company said it will build something it hasn’t tried before: a 2+2 grand tourer. Whether it’ll be mid-engined or not is up for debate; it’s going to happen.

But perhaps one announcement that’s been raising eyebrows is its plans to build an SUV. Now that’s something we wouldn’t have imagined the supercar maker doing, but perhaps it was inevitable, given that Ferrari, Lamborghini, and Aston Martin have their own high-riders these days. We can expect it to serve as its racers’ company cars in the Formula 1 paddock down the line.

The One They Didn’t Announce

So, there’s a lot of buzz over at Woking, and it’s part of the marque’s brand to explore horizons beyond supercars. That said, it’s not forgetting its roots, and exotics will still remain at the core of the business.

But for all the things McLaren announced recently, there may be one it’s trying to keep under wraps. As uncovered by Car Moses, the company recently filed a trademark for Bruce McLaren. At a glance, it sounds like it’s protecting the IP of its founder and namesake, but it also opens the door to using it on a car.

A W1 Successor?

Now, we wouldn’t hype ourselves up too much about the trademark filing at the moment. Again, this could simply be protecting its IP, but the thought of applying Bruce McLaren’s name on a car will tickle anyone’s imagination. Besides, McLaren is harking back to its past with its new wordmark, so the timing of this filing seems, well, timely.

Where can the name be applied? At first glance, it’s only fitting to use it on a W1 successor. Think Ferrari Enzo, and you’re on the right track. Only the halo model deserves such a nameplate, and McLaren Bruce does have a nice ring to it. It certainly sounds better than an English postcode, and it’s a welcome break from the company’s current alphanumeric naming convention.

The Tesla Roadster’s going to get another trick up its sleeve. Rather than chasing some other impossible aerial maneuver, it looks like Tesla is targeting something else in the near future. With over a thousand horsepower, the electric performance vehicle can deliver a riveting performance.

Now, there is news that Tesla is targeting 330 miles per hour with the Performance trim of the Roadster. That model is capable of 1,350 horsepower and 1,033 lb-ft of torque. Tesla’s Chief Designer, Franz von Holzhausen, and Vehicle Engineering VP, Lars Moravy, told Top Gear that a future version will reach 330 miles per hour.

… 330 miles per hour

How the team will achieve this has yet to be seen. According to initial top-speed claims, the Roadster can reach up to 214 miles per hour in its current form. However, the brand still wants more out of the Roadster, and it has set its sights on a much higher top speed.

The current record holder is the Yangwang U9 Xtreme (U9X), with a top speed of 308.4 miles per hour, logged at the ATP Automotive Testing Papenburg facility in Germany. It appears that Tesla is setting its sights on an even bigger goal for the production road car land speed record. At 330 miles per hour, things get intense, and we know brands like Bugatti go to extreme lengths to push their cars past 250 miles per hour. Safe to say, Tesla has its work cut out for it.

One of the first things Tesla may need to do is increase motor output. The Yangwang makes 3,000 horsepower, while the Tesla only makes 1,350 at the moment. Reaching 330 miles per hour may boost the Roadster’s output to around the same level. Tesla hasn’t clearly stated how it’ll achieve the eye-watering top speed just yet; however, I think the brand should focus on releasing the model to consumers first, especially those who have already put down a reservation.

Variables

At the moment, the Tesla Roadster’s other specifications remain under wraps; however, we do know the model will deliver up to 1,350 horsepower and 1,033 lb-ft of torque, and can achieve up to 320 miles of range on a single charge. Battery capacity is still unknown, but the Roadster charges from 10% to 80% in just under 15 minutes with 500kW charging.

Beyond the powertrain, the Tesla Roadster also looks like a serious performance machine. Top Gear reported that it weighs less than 3,747 lbs in its lightest configuration. The numbers alone are enough to consider it a serious performance vehicle. Add the fact that it has a few party tricks up its sleeve, and that Tesla is not done improving it, and you could say that the near-decade-long wait is about to be extremely worthwhile.

If you take a look at the SUV market, nearly everyone makes a performance version of sorts. Even then, regular models have become pretty brisk, getting to highway speeds in six seconds or less. Back then, we were pretty much content with getting to 60 in under 9 seconds, but the world has changed a lot since then.

From models like the Ford Explorer ST to the Lamborghini Urus SE, performance SUVs have become pretty much mainstream. If anything, we have more fast SUVs now than super wagons, which pretty much shows the market today. But if you wind back the clock a couple of decades, hot SUVs were at most a novelty.

Thank You GMC

High-performance SUVs weren’t a European thing, at least at first. If we want to trace the genre’s roots, we have to go back to the early ’90s and thank the GMC Typhoon. For better or worse, it was the genesis of go-fast SUVs, and GM had created a monster that formed an entirely new segment. The Typhoon wasn’t exactly a sales success, but as a proof of concept, it worked well.

We also started seeing some companies try their hand at speeding up SUVs in the ’90s. Prime examples include the Shelby Durango and Saleen XP8, while Jeep shoved a 5.9-liter Magnum V8 into its Grand Cherokee. Japan was starting to get in on it too with the Subaru Forester Turbo, while Mitsubishi created the Pajero Evolution, mainly to comply with motorsports regulations. At the time, Europe was nowhere to be found.

Performance SUV 2000: AMG Fires the First Shot

The late ’90s set the stage for the performance SUVs we know today. But in 2000, it all came to a head: Mercedes-Benz became the first among its European peers to build a true fast SUV. The ML55 AMG wasn’t just an SUV with heaps of horsepower; it also gained enhancements that made it handle relatively well.

At the heart of it all was the M113 V8 engine, but instead of 4.3 liters like in the ML430 at the time, it got the 5.4-liter straight from the E55 AMG from the same era. The result was 342 hp and 376 lb-ft, just a little less than the E55. But even detuned, it was enough to propel the SUV to 60 mph in under 7 seconds. It doesn’t sound like a big deal today, but back then, doing the same feat in about 8 seconds was considered fast.

Not content with the ML55, Mercedes-Benz quickly followed that up by taking the same engine that powered Germany’s first fast SUV and putting it in the G-Class. Thus, the G55 AMG was born just months after the ML55 started reaching customers. Admittedly, neither was quicker than the GMC Typhoon, but both did something the GMC couldn’t, and that was find success. AMG laid down the gauntlet with not one but two sledgehammers. Of course, the folks from Munich weren’t about to take that sitting down.

Munich Fights Back

When BMW released the X5 in 2000, you could choose between a 3.0-liter inline-six and a 4.4-liter V8. The latter was brisk for the standards of the day, but it couldn’t hold a candle to the ML55. Munich responded by taking the 4.4-liter mill, asking Alpina to help massage it, and the result was the 4.6is motor.

The X5 4.6is from 2001 to 2003 wasn’t badged as an M car per se, but it was the start of something. The stroked engine made 340 hp and 350 lb-ft, which was less than the ML55 AMG. But because it sat on a lighter unibody platform, it was quicker than its rival, hitting 60 mph in the mid-sixes. It also helped that it was based on the E39 5 Series, and the DNA from its highly-acclaimed sibling did wonders for the way it drove. The AMG felt clumsy in comparison, and this was a high-riding vehicle that, at the time, felt like it was bending physics.

But the best was yet to come because in 2004 came the 4.8is. Along with an extra 200ccs, it also got a healthy power boost. From 340hp and 350 lb-ft, it went up to 355 hp and 375 lb-ft of torque. The X5 also gained the xDrive all-wheel-drive system, so it laid down power a little better. Meanwhile, Porsche was cooking something up as well.

Sacrilege…and Genius

Porsche wasn’t exactly in rude financial health entering the 2000s. The Boxster helped finances, and the 996’s move to water-cooled power was paying off, but Stuttgart needed a smash hit. By then, SUVs were established, so the company took another gamble and bet big on the luxury SUV market. It was, by all means, sacrilegious, but it was for the future. It was either going to be a smash hit because it paired a highly beloved brand with a hugely popular segment, or a colossal failure, as it would’ve been seen as the ultimate act of selling out.

Yes, the Cayenne is a sell-out, to put it bluntly, but it also sold in a way that delighted Porsche. It quickly and easily became its best-selling and fastest-selling product in its history at that point, and there was no turning back. It initially came with a 4.5-liter V8 that already made as much power as the X5 4.6is and ML55 AMG, but Porsche kicked it up a notch with the Cayenne Turbo by boosting that V8 to 444 hp and 457 lb-ft. Thanks to a pair of turbochargers, it made power previously unheard of in SUVs, and Porsche finally built something faster than the GMC Typhoon for ten years earlier.

But this is Porsche we’re talking about, so inevitably, even more powerful versions arrived later. The Turbo S from 2006 cranked up the insanity to 514 hp and 531 lb-ft, making it the first SUV to break the 500 hp mark, and when the updated model arrived in 2008 with a 4.8-liter twin-turbo V8, it pushed the ceiling higher to 542 hp and 553 lb-ft.

All Within Three Years

Of course, a couple of honorable mentions followed the release of those three SUVs. The ML55 evolved into the ML63, the X5 was deemed worthy of an M badge, and the Cayenne’s horsepower figures just kept rising. Land Rover then thought it would be a good idea to stick a supercharger in the Range Rover, then later decided to build the smaller, lighter Range Rover Sport and offered it with the same supercharged V8 as its big brother. Let’s not forget the G-Class, either, which got a 6.2-liter V8 in the G63 and later a 6.5-liter V12 in the G65.

These 2000 SUV models kicked off the German crossover horsepower race, which escalated quickly. The ML55 premiered in late 1999, the X5 4.6is came out in 2001, while the Cayenne Turbo made a splash in 2002. Within just three years, we went from about 340 horsepower to nearly 450, which is practically in no time. From there, performance variants of SUVs started picking up to what they are today.

America also re-entered the chat with the Chevrolet Trailblazer SS, marking GM’s return in the performance SUV arena, alongside the Jeep Grand Cherokee SRT-8. And if that still wasn’t enough, VW made the Touareg R50 with a V10 TDI engine, followed up by Audi cramming a V12 turbodiesel under the hood of its Q7.

Do any of these make any sense? Absolutely not, and none of these would ever be awarded ‘Most Reliable SUV: 2000 to 2010,’ but that hasn’t stopped people from buying go-fast SUVs. Today, we have Lamborghini, Ferrari, and Aston Martin SUVs, and soon, even McLaren is joining the fray. To think this all started with the GMC Typhoon formula over 30 years ago, and it’s become a hugely profitable market for just about everyone.

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