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My test vehicle was the XLE FWD Plus, an important distinction because it combines the less expensive trim with the larger battery. It also attracted an unexpected admirer: an 82-year-old passenger who likes to call himself Grandpa. He isn’t my grandfather, but I wasn’t about to demand identification. Considering that he owns a 2023 Mercedes-Benz S-Class, I expected complaints about the Toyota’s comparatively modest accommodations.

I was completely wrong.

Powertrain and performance

First, let’s untangle Toyota’s configurations. The regular XLE FWD uses a 57.7-kWh battery and carries a 236-mile range rating. The XLE FWD Plus moves up to a 74.7-kWh battery and a more powerful front-mounted motor producing 221 horsepower and approximately 198 pound-feet of torque. Its EPA-estimated range is 314 miles, making it the distance champion of the bZ lineup. “Plus” buys you more than another badge to explain at the charging station.

If you want additional muscle, the dual-motor XLE AWD produces 338 horsepower, with an EPA-estimated 288-mile range. That’s a substantial power increase, but the front-drive Plus makes a convincing case for buyers who prioritize range and purchase price over acceleration.

Built on Toyota’s dedicated e-TNGA electric platform, the bZ places its battery beneath the cabin floor. A 112.2-inch wheelbase helps create useful passenger space and contributes to its settled highway character. At roughly 4,200 pounds, depending on configuration, my front-drive example wasn’t lightweight, but it didn’t feel excessively burdened by its batteries either.

Related: Toyota’s New Hybrid System Targets Over 15% Better Fuel Economy

Acceleration is entirely adequate for commuting, merging, and passing. This isn’t a sports car, but it has no difficulty getting out of its own way. Handling was better than I expected, although enthusiastically applying power through a tight corner could make the front tires chirp. There’s enough response to keep it agreeable without pretending that every grocery run is a qualifying session.

The ride is the bigger selling point. It’s composed, comfortable, and well suited to the kind of driving most owners will actually do. Steering-wheel paddles adjust regenerative braking, giving the driver some control over how strongly the vehicle slows when lifting off the accelerator.

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Range and charging

The 314-mile rating deserves attention because it makes the XLE FWD Plus considerably easier to recommend than the original bZ4X. The Limited FWD, using the same battery capacity and 221-horsepower output, is rated at 299 miles. Wheel-and-tire selection matters here: the XLE uses 18-inch wheels, while the Limited wears 20s. Equipment and weight also influence efficiency, but upholstery alone isn’t stealing those 15 miles.

Toyota fits a native NACS charging port, allowing access to compatible Tesla Superchargers. That expands charging options, although it doesn’t mean every Tesla station is available to this vehicle. Battery preconditioning helps bring the pack toward an appropriate temperature before fast charging, an important improvement when conditions are less than ideal.

Related: Is the 2027 Maserati Grancabrio too Italian? Yes, and it’s Magnificient

Toyota estimates a 10–80% DC fast charge in approximately 30 minutes under ideal conditions. The 11-kW onboard AC charger supports Level 2 charging at home or work, subject to the power available from the charging equipment. Toyota also supplies a dual-voltage charging cable.

Those are useful specifications, although the bZ isn’t setting the charging-speed benchmark. For someone who plugs in at home and starts most mornings with a replenished battery, that matters considerably less than it does to a frequent road-tripper.

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Exterior and interior design

I didn’t hate the original bZ4X’s appearance. The contrasting cladding was a little comical, but at least it had character. The current bZ looks cleaner, with Toyota’s familiar hammerhead front-end treatment and a slimmer lighting signature. The substantial update arrived for 2026, and the 2027 model largely carries it forward.

Inside, a standard 14-inch touchscreen supports wireless Apple CarPlay and Android Auto. Ahead of the driver is a separate 7-inch information display mounted high and far forward, near the windshield. It shows speed, charge status, power use, and other driving information. The arrangement takes some adjustment, particularly when finding the right relationship between your seat, steering wheel, and line of sight.

I still prefer more dedicated physical controls, but the cabin doesn’t feel stripped simply because this is an XLE. Heated front seats, a heated steering wheel, dual-zone climate control, two wireless phone chargers, and multiple USB-C ports provide plenty of everyday convenience. The standard audio system has six speakers; the nine-speaker JBL upgrade belongs to the Limited’s options list.

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The XLE’s fabric-and-SofTex seating received surprisingly enthusiastic reviews from my passengers. I found the front seats comfortable, and those seat heaters were appreciated. Rear accommodations were also agreeable in use, although the official 35.3 inches of rear legroom puts “spacious” into perspective. Front legroom measures 42.1 inches.

Cargo capacity is 27.7 cubic feet behind the rear seats, expanding to 56.9 cubic feet with them folded. That’s useful room for luggage and shopping without requiring anybody to climb into an oversized SUV.

Grandpa’s perspective

Grandpa liked that the Toyota felt approachable. He praised its ride, comfort, and apparent value, and the badge carried weight with him. Toyota’s reputation matters to buyers who want reassurance more than a lengthy explanation of software architecture.

He also wondered why he hadn’t heard more about it. That’s a fair question. The bZ’s improvements make it a much stronger proposition, but some shoppers may still associate it with the compromises of the earlier model. Grandpa simply judged the vehicle he was riding in, and liked it enough to consider one as a commuter.

Who am I to argue? The man has an S-Class and still found something to appreciate in fabric seats.

Final thoughts

The 2027 bZ starts at $34,980 for the smaller-battery XLE FWD, before destination. The XLE FWD Plus adds $3,000, bringing its base MSRP to $37,980. That distinction matters: the headline starting price and the 314-mile range belong to different configurations.

For my money, the Plus is the compelling one. It pairs useful range with comfortable accommodations and enough standard equipment to avoid feeling like a punishment for exercising financial restraint. It doesn’t thrill me, but it makes daily driving easy.

Sometimes that’s exactly the assignment. Getting Grandpa’s approval was a bonus.

Related: I Drove The 2026 Land Rover Defender 130 X, and It’s My New Dream SUV For Family and Adventure

Subaru is one such automaker, with strong ties to Toyota that extends to several vehicles in its current range. We examine which models were jointly developed, which ones merely share certain components, and which ones are purely Toyota clones.

Subaru Solterra

The Solterra is a direct mechanical twin to the Toyota bZ4. Both were co-developed and ride on the dedicated electric vehicle platform known as e-TNGA at Toyota and e-Subaru Global Platform (e-SGP) at Subaru.

They share the same body structure, interior layout, battery packs, and electric powertrains, though Subaru’s base variants are a little pricier as it includes standard dual-motor all-wheel-drive across its range.  

Subaru Uncharted

As it turns out, Subaru engineers charted a path straight to Toyota’s offices for the Uncharted. It is the twin to the Toyota C-HR EV and was developed under the Toyota–Subaru EV partnership.

The Uncharted uses the same platform, battery architecture, and electric drive units as the C-HR. But in this case, the Uncharted is the one that is also offered in a cheaper FWD form, while both C-HR trims are AWD.

Subaru Trailseeker

The Subaru Trailseeker EV is a rugged looking SUV/raised station wagon, much like the gas-powered Outback. But despite the marketing blurb promoting its symmetrical all-wheel drive system, this is essentially a reskinned Toyota bZ Woodland with the same platform, battery packs, and dual-motor AWD drive units.  

That’s not necessarily a bad thing, and while it has broadly the same passenger space as the Solterra, it offers more cargo space and the base trim comes in well below the slightly better specced entry-level Toyota bZ Woodland.

Subaru BRZ

It’s not breaking news that the Subaru BRZ and Toyota GR86 are twins with differently styled body panels, but in this case the BRZ wasn’t simply based on a Toyota model. In fact, it is the GR86 that borrows heavily from Subaru here, as both use the Subaru Global Platform (SGP) rear-wheel-drive architecture.

The engine is also a Subaru Boxer unit that uses Toyota dual fuel-injection technology, but it’s mapped to respond more eagerly in the GR 86, and more linearly in the BRZ. The suspension tuning is also quite different, with the BRZ set up to be more precise and stable in corners, while the GR86 tends to allow for more oversteer.

This tuning and setup difference is common across many jointly developed projects and helps give a vehicle a specific driving feel that they expect from the brand.

Parts Collaboration Runs Deep

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Toyota holds a 20% stake in Subaru, and their technical and platform-sharing alliance goes well beyond just these models. Hybrid versions of models like the Forester and Crosstrek also borrow technologies developed by Toyota.

In these cases, Subaru’s Boxer engine is paired with Toyota’s hybrid and battery tech, but instead of the secondary electric motor Toyota uses to power the rear wheels, Subaru retains its trademark mechanical symmetrical all-wheel drive system.

Future joint ventures include the upcoming Subaru Getaway, a three-row midsize family SUV that will share a platform with the Toyota Highlander EV. Many of these projects rely heavily on Toyota’s engineering and technical knowledge, but that is hardly surprising considering that Subaru has a tenth of the global automotive footprint in comparison.

Is Platform Sharing Bad?

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To some, badge-engineered models and parts sharing seem like a sneaky tactic that undermines what the automaker stands for in the first place. But in many cases, the products are jointly developed, which results in a vehicle that benefits from the engineering and financial resources of both manufacturers.

EVs are differentiated more by their styling and interior layout than actual performance, and this is an area where a company like Subaru can leverage its range through Toyota’s extensive battery technology experience and release vehicles that cater to its core customer base aesthetically while offering the solid engineering and reliability that Toyota is known for. Differences in trim, styling, and even AWD tech give many of these Toyota/Subaru twins distinct personalities, while expanding the number of offerings in popular segments.

Parts and tech sharing is clearly a two way street, as Toyota owes much to Subaru for its GR86 sports car, as well as to BMW for the recently discontinued Supra. And before you think American and German brands are above this sort of thing, both have been at it for decades as well.

The sporty and now discontinued Dodge Hornet is actually a lightly modified Alfa Romeo Tonale, while many entry-level Audis have been restyled VWs for decades. Porsche Macans and Cayennes have more in common with Audi SUVs than most care to admit, and many full-size American SUVs use the same basic components to share development costs. The list goes on.

This doesn’t make these vehicles worse than their rivals, aside from the blatant and misguided badge-engineered models of the 1980s like the Daewoo-derived Pontiac LeMans. In fact, it can aid reliability and it gives customers more choice over a broader price range. Love it or hate it, badge engineering and platform sharing is here to stay.

What It Means For Drivers

From a report cited by Reuters, we know that the architecture is the electronic backbone behind a car’s software, including over-the-air updates. The main draw is price. Schäfer’s team reportedly estimates savings of about $4.5 billion to $5.5 billion on the most important segment, and development hours in China cost about a quarter as much as at the Rivian joint venture in Palo Alto. The next electric Tiguan could cost roughly $9,000 less to develop. Whether that reaches the sticker is unknown. VW has been fighting to hold its ground against cheaper Chinese rivals, so cost is the obvious motivation.

Not Really “Chinese” Software

VW and Xpeng began working together in 2023, when VW invested $700 million in the Chinese EV maker, and the architecture was built for China first. According to the report, VW holds the intellectual property rights, so this isn’t a ready-made purchase from a supplier. Reports say the system is already used in production vehicles in China.

The plan would reportedly replace the separate technology VW has developed with Rivian for Western markets, a $5.8 billion partnership central to CEO Oliver Blume’s software strategy. Rivian’s supporters worry that reduced use could affect cost-sharing, and some inside VW doubt that adapting the system to European rules will be simple or cheap. Questions about data and security weren’t addressed in either report.

What To Watch

The first Rivian-based car is expected to be the entry-level electric hatchback due in 2027, based on the ID. Every1. Whether or not it keeps that software is a good early sign for things to come. Porsche has also been leaning on China to solve problems at home, so VW isn’t the only German name looking east.

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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.

Choosing the Tremor means choosing the turbocharged 2.0-liter engine, since Ford doesn’t offer a hybrid version here. In return, you get specialized suspension and traction hardware for rougher terrain, but you also trade off towing capability, road noise, handling, and fuel economy. I wanted to see whether those additions are worth it compared with a less expensive, more economical Maverick, and whether the Tremor’s steep price tag justifies itself over a larger, more capable Ranger. Ultimately, by the end of my week with this rugged little truck, my overall opinion of the Maverick remained favorable, but I’m not totally convinced the Tremor is the best way to have one.

2026 Ford Maverick Tremor Specifications

U.S. specifications. Power and torque are rated on premium fuel. Payload varies with configuration.

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Powertrain & Driving Dynamics: 7.5/10 — How Much Truck Do You Really Need?

Like the adrenaline-injected Maverick Lobo, the Tremor’s standard 2.0-liter EcoBoost four-cylinder delivers plenty of exciting turbocharged whooshes and responsive low-end torque; both variants also share that trick twin-clutch rear-drive unit and torque-vectoring capabilities. Whereas the Lobo gets a quick-shifting seven-speed gearbox, the Tremor keeps the eight-speed automatic transmission found throughout the rest of the non-electrified Maverick lineup, offering smoother, more robust shifts. In the higher end of the rev range, that little four-cylinder can produce a coarser note, but since it favors low-end power delivery and heavy boost, you’ll rarely find yourself using the latter half of the available RPMs anyway.

Unlike the Lobo, which handles surprisingly well for something with a pickup bed, the Tremor sacrifices much of its lateral control for greater off-road capability, thanks to its chunky Goodyear all-terrain rubber, raised ride height, and uniquely calibrated suspension. Handling on curvy roads and highways is noticeably worse than on other Maverick trims, and those hefty tires also produce much more road noise. These trade-offs are to be expected in a vehicle that prioritizes off-road use, but keep them in mind if you prefer the Tremor’s rugged looks more than you’ll actually make use of its enhanced all-terrain capability. It’s also thirstier than the typical Maverick, and I averaged just 19 mpg across city, highway, and off-road use.

During my brief encounter with a muddy forest access road, the Tremor showed why someone might gladly sacrifice road handling for added trail readiness. Dedicated off-road modes help manage throttle calibration and ease steering sensitivity, while its chunky tires and clever all-wheel-drive system let you trudge through mud, sand, snow, or whatever else nature throws at you, without hesitation. There’s no denying that the Tremor package adds real capability to Ford’s bite-sized pickup truck, but this all still raised one big question in my mind: for even less money, one could just as easily purchase a larger, more capable, body-on-frame Ford Ranger, and if off-road use is the overriding priority, why would anyone opt for the Maverick over one of those? More on that later.

Shopping for a new car? Click here to get a great deal on your next vehicle. Powered by Carvana: no-haggle pricing, 100% online.

Technology: 8.0/10 — A New Data Plan, But Bring Your Own Charging Cable

Ford’s biggest tech addition for 2026 is a data plan. The Ford Connectivity Package includes a year of Wi-Fi hotspot data and connected navigation, with a seven-year option available. The 13.2-inch SYNC 4 touchscreen, eight-inch instrument display, and wireless Apple CarPlay and Android Auto arrived with the 2025 refresh. I found the system generally straightforward, and wireless CarPlay worked effectively throughout the week. The B&O sound system was decent, too, making for a reasonably agreeable technology package overall. The drive modes also made palpable differences to the truck’s behavior, giving me useful ways to adjust its responses as conditions changed. Oddly, though, Ford has taken something away: wireless phone charging disappears for 2026. You can connect your phone to the system wirelessly, but you still need a cable to charge it. The Tremor keeps its 360-degree camera and Trail Control with Trail 1-Pedal Drive, though neither is new this year.

Exterior Design: 9.0/10 — The Maverick Has Been Raiding Its Big Brother’s Closet

Although I personally prefer the shiny gloss-black, dinner-plate wheels and lowered stance of the Maverick Lobo, the Tremor might be the meanest-looking pick of the litter. The truck’s recent facelift adds newly shaped headlights that freshen the overall look, and the Tremor-specific orange graphics pair well with those meaty all-terrain tires for a convincingly rugged aesthetic. Parked next to a Ranger or an F-150, the Maverick looks no less aggressive, only more compact. This Maverick is certainly no city slicker, even if its proportions might suggest otherwise.

Compared with the Hyundai Santa Cruz, the Maverick’s only real rival, the Ford looks unmistakably truckish. While the Santa Cruz looks more like a Hyundai Tucson with part of the rear lobbed off, the Maverick has the boxy, upright shape American buyers tend to associate more fondly with pickup-truck authenticity; myself included. Its design makes no compromises because it shares a CUV platform, whereas the Santa Cruz seems to. Even beyond looks, the Maverick seems to be one of the few domestic models that outweigh its Korean competition, most evident in sales: Ford moves roughly 8.35 Mavericks for every Hyundai Santa Cruz sold in the U.S. Clearly, buyers prefer the boxier shape here.

Interior Design & Quality: 7.0 — Does the Cabin Know What This Truck Costs?

I will gladly accept a simple interior in an affordable pickup, but the Tremor’s price makes the inexpensive materials harder to overlook. The truck’s tall stature delivers impressive headroom, but the cabin still feels cramped, and the upright seating position can become uncomfortable on longer drives. Rear legroom is particularly tight, but the bench is still more accommodating than the sideways jump seats found in some older compact pickups, and proper rear doors make access much easier than backward-opening half-doors.

Ford has, at least, been clever with storage. The rear-seat cushion flips up to reveal useful bins and create extra room for belongings inside the cabin. That flexibility is welcome when transporting items that must be sheltered from the weather. The passenger-space compromise also leaves room for a surprisingly useful bed. Its floor measures 54.4 inches against the Hyundai Santa Cruz’s 52.1—a 2.3-inch advantage. Bed volume is 33.3 cubic feet versus 27.0 in the Hyundai, giving the Ford another 6.3 cubic feet edge. So there’s obviously a worthwhile utility advantage here, even if rear passengers might wish Ford had allocated the space differently.

Pricing & Value: 6.5/10 — This Little Truck Has Expensive Hobbies

Although the Maverick lineup generally offers solid value, that’s not necessarily true of the trim-topping Tremor. The Santa Cruz XRT costs just $610 more than the Tremor and can tow up to 5,000 pounds when properly equipped, whereas the Tremor is limited to 2,000 pounds and up to 1,140 pounds of payload. Even a Maverick Hybrid AWD can tow 4,000 pounds with the optional 4K Tow Package, so buying the rugged Maverick involves some decidedly practical sacrifices.

All figures are in U.S. dollars, excluding taxes and additional options.

That brings me back to the Ranger. The mid-range XLT 4×4 starts $1,070 below the Tremor before destination, or $870 below it with delivery included. Add the $1,195 FX4 package and $535 Trailer Tow Package, and it reaches $43,200—only $860 above the Tremor. That buys a body-on-frame truck with low-range gearing, an electronic rear locker, additional underbody protection, a longer 59.6-inch bed, and up to 7,500 pounds of towing capability.

The Tremor does include heated seats, B&O audio, and a 360-degree camera, while that Ranger has cloth seats and fewer comfort features. The Maverick’s compact size also has value in tight parking spaces and on narrow access roads. For regular trail use, though, I would probably start shopping Rangers instead. For mostly road driving, the XLT Hybrid AWD saves $7,780 before further options and makes a more economical daily driver with friendlier road manners. That leaves the Tremor serving a narrow demographic: someone who needs the extra traction hardware, specifically wants the compact footprint, and accepts its reduced work capacity. I get the appeal, but it isn’t where I’d put my own money.

The Real Verdict: 7.3/10 — I Still Want a Maverick, but I’d Spend My Money Differently

After a week with the Tremor, I remembered why I fell for the Maverick in the first place. This little pickup has plenty of character, and its useful bed, clever storage, and manageable dimensions make a convincing case for keeping your truck purchase small. The Tremor adds worthwhile traction hardware, an entertaining turbocharged engine, and enough cosmetic toughness to make me glance back after parking it. But choosing this particular Maverick requires accepting several substantial compromises. Noisier tires, less composed handling, and disappointing fuel consumption affect everyday driving, while the cabin’s inexpensive materials are harder to excuse at this price. Its reduced towing capacity also makes the toughest-looking Maverick a less useful truck for some buyers.

For my money, an all-wheel-drive Maverick Hybrid still seems like the most appealing daily companion. If regular trail use were a priority, I’d give a Ranger XLT 4×4 with the FX4 package a serious look before signing up for the Tremor. So there’s really only one reason to choose this truck: you insist upon the Maverick’s compact dimensions and will actually use its added off-road capability often. For that buyer, the Tremor has a real purpose, but otherwise, it feels a bit superficial. I’d happily recommend the Maverick to almost anyone; I’d just need to know more about their weekends before I’d recommend the Tremor.

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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

Why Honda Finally Caved 

The pressure started with 7News, which reported on the family’s predicament last year and stayed on it. Senator Chris Van Holler and Representative Jamie Raskin then contacted Honda and the NHTSA. Raskin sent the automaker six questions about the engine failure and its decision not to cover the repair. Honda then replied, saying it would recover the engine and put in a new one at no cost. Shea credited the two lawmakers and the news team as the deciding factors. While Honda initially shrugged off responsibility, a letter from a member of Congress was much harder to wave off. Honda’s statement to 7News said inspecting the engine could help its ongoing investigation, which isn’t really an admission of fault either. 

1.4 Million Hondas Still Under Review

The NHTSA is investigating connecting rod bearing failures across roughly 1.4 million Honda and Acura vehicles, and seven crashes or fires have been documented. No recall has been issued yet. A 2023 NHTSA recall covering about 250,000 vehicles from the 2016, 2018, and 2019 model years left 2017 out, which is exactly where the Shea family’s Pilot sat. Had the family paid for the replacement engine, they would have been out $25,000 for a failure regulators were already studying. Congress may need to legislate tighter investigation timelines so that other owners who aren’t so lucky don’t end up paying for a company’s mistakes. 

FROM A $25,000 REPAIR BILL TO A BRAND NEW ENGINE… FOR FREE.

Ellie Shea’s 2017 Honda Pilot had just 56,000 miles when she heard a strange noise from the engine. Honda initially denied coverage, and the SUV sat in the family’s driveway for more than a year.

After the @7NewsDC… pic.twitter.com/WPqgbaruIh

— Scott Taylor (@ScottTaylorTV) October 21, 2026

For generations, the name Cadillac has come to be a name that is synonymous with the American luxury car. From the Coupe DeVilles and Sixty Specials of the 50s and 60s to today’s modern marvels like the full-size Escalade SUV, Cadillac has defined itself as a brand committed to cars that offer both smooth-riding comfort and bold, stylish presence. 

These days, it seems that the future of motoring is defined in large part by electrification. EVs, plug-ins and hybrid-electric vehicles have become the center of attention in today’s new-car market. In sharp contrast to its gas-guzzling image, Cadillac entered the EV arena in 2022 with the Lyriq, a boldly-styled mid-size crossover SUV that pit itself against industry rivals like the Tesla Model Y. 

Since its release, Cadillac has experienced an electric renaissance. In late 2024, the Lyriq was recognized as the German Car of the Year in the luxury category, and in May 2025, the brand surpassed more than 100,000 sales. In the interim, Cadillac slowly expanded its EV lineup with SUVs of all sizes like the smaller Optiq, the three-row Vistiq, the Escalade IQ, as well as the six-figure, ultra-limited Celestiq halo sedan. While the EV market has expanded since its debut, the 2027 model year iteration of the Cadillac Lyriq shows that it has still carved a distinct place for itself among other electric midsize luxury SUVs including the BMW iX, the Mercedes EQE and Volvo EX60.

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“What is that, an Escalade?” 

Off the bat, one of the biggest things I love about the Cadillac Lyriq is its styling. In today’s crowded EV marketplace, I feel that it is one of the biggest strengths it has against its direct competitors. Many contemporary premium EVs, including the Tesla Model Y, Mercedes EQE and EQS and even the $560,800 Ferrari have adopted this sort of smooth, formless ‘blob’-shape that some have likened to a jelly bean. You know what it looks like — mentioning those model names triggers something that enthusiasts have burned into their heads; whether on purpose or involuntarily. However, the Lyriq’s pronounced, concept car-esqe curves and chiseled lines gives it a look that can be best described as distinctly Cadillac. 

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Cadillac’s design expertise is best shown in how its designers have handled the front end of the Lyriq. While competitors like Tesla with the Model Y and Ferrari with the Luce have completely done away with traditional grilles, and Mercedes’ stylists have struggled to integrate a grille on an electric vehicle without an internal combustion engine, Cadillac has seemed to have found a balance. Although the Lyriq does not feature a practical or usable front trunk like the Escalade IQ, it still features a dramatically long hood, which makes its faux grille feel like it belongs there instead of it being there for an ornamental effect.

However, it doesn’t mean that they haven’t done away with any form of pomp and circumstance. When you get within a few feet of the Lyriq, or you press the unlock button, the LEDs illuminating the Cadillac badge and “grille,” as well as its daytime-running lights and headlights flicker on in a sequence that announces its presence and welcomes you inside. It’s a feature that gets attention. In one instance at my local mall, someone in the parking garage asked “what is that, an Escalade?”

Although it isn’t an Escalade, the rest of the car is styled like something you don’t really see out on the road, let alone, it isn’t a design that has been copied by another automaker for their EV. Cadillac officially classifies the Lyriq as an SUV, but its long, elongated and somewhat low stance (for an SUV), as well as its side and rear profile give it more of the character of a shooting brake (not a wagon, sorry) than a traditional crossover. Ideally, I’d like to think that the hatchback-esque rear end is a modern-day callback to past Cadillacs like the “bustle-back” Sevilles from the 1980s, or the CTS and CTS-V Sport Wagons of the 2010s.

Welcome to Tactile Paradise

While the Cadillac Lyriq is quick and good looking, its paramount strength is in the space of its  cabin; which is an amazing place to be if you are either the driver or a passenger. Your kids, friends or other passengers you might have in the rear will have all the space they need. According to Cadillac, rear seat passengers get 39.6 inches of legroom and 37.7 inches of headroom; an ample space to spread out or sit up, even if you are within the six foot territory. Backseaters also get controls for their own climate zone, heated seats, dual USB-C chargers and a full-size 120V outlet for charging a wide array of devices. Lots of cabin space doesn’t mean the Lyriq has a small trunk. Caddy says there is a cavernous 28 cubic feet of cargo space behind the seats and 60.8 cubic feet with the seats down — more than enough for a family’s Costco run with or without the kids.  

Though passengers in the back get first-class treatment, the driver is treated to a cabin that is driver-focused in both form and function. The top-trim Signature Sport model provided a level of technology and equipment that didn’t diminish from the driving experience, rather, it provided a tactile experience that other brands seem to be shying away from. The dashboard is highlighted by a massive 33-inch touchscreen that acts as its both gauge cluster and infotainment portal, but it isn’t the vehicle’s nexus, it isn’t the center of everything.

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Shifting from park to drive to reverse is still done using a dedicated stalk in around the same place as a traditional old-school column shifter, while the HVAC controls are still rocker switches that are at an easily touchable height level on the dashboard. In addition, resting your right arm on the center console enables use of a scroll wheel, volume controls and an easy-to-temember shortcut pad with buttons for important infotainment functions like maps/navigation and audio controls. Wireless Android Auto and Apple CarPlay are available, but I felt that the Cadillac’s Google built-in applications for services like Google Maps and Apple Music were sufficient.

Up top, a panoramic glass roof with a power shade can help bring sunlight by day and moonlight to the cabin, while ambient lighting around the cabin helps illuminate the mood. However, my favorite feature inside was the 23-speaker AKG Studio audio system, with speakers all over the cabin, including the headliner and even the front-seat headrests. I wrote about how this vehicle’s Dolby Atmos made listening to music while driving a 360-degree experience beyond words in a separate piece, but all I could say is that there is a way to use all 23 speakers and that it sounds amazing.

Related: I Thought My Car Already Sounded Great. Then I Heard Dolby Atmos

The Cadillac of EVs or The EV That Happens to be a Cadillac?

The 2027 Cadillac Lyriq I tested was the top-line Signature Sport AWD model, which has an MSRP of $67,300. Our vehicle was equipped with a $3,790 Nappa Leather Package, $3,500 AWD system, the $1,480 optional 19.2 kW AC charging module, $1,325 Radiant Red paint, $695 Black Roof, as well as NACS adapters for both CCS1 and J1172 plugs, which cost $189 and $67 respectively. In total, the out-the-door price for the Lyriq I tested, including destination, was $80,141.

After spending some time with the Lyriq, I wanted to conclude that the Lyriq is a vehicle that can be best described as the “ultimate manifestation of Cadillac.” Despite being a midsize crossover SUV, the vehicle’s design and dimensions and behind-the-wheel feel make it feel like a vehicle about one and a half to double its size. In a practical sense, its high beltline, long hood and massive turning circle made it a hoot to drive around the cramped streets of Manhattan and Brooklyn; even early in the morning when the day’s traffic slowly trickles into the madness the city is known for.

While that may be an inconvenience for most, for me, that’s what screams Cadillac. Add the fact that it’s a silent EV that rewards you with gobs of power every time you advance the accelerator pedal, the immersion and feel could only intensify. This realization and the residual feelings from this experience has only made me wonder about one question that still lingers in my head: is the Lyriq the Cadillac of EVs, or is it an EV that happens to be a Cadillac? 

While there’s enough evidence for interested parties to argue in the comments section to prove that it is both, it only proves to me that the Lyriq is its own unique creation that a brand like Cadillac can only offer. I feel that your conclusion on whether it lies on one side or the other is up to you to decide; no question. But, as we approach about a half-decade of production Cadillac has expanded its luxury EV presence, the 2027 model of the Lyriq only proves that Cadillac hasn’t forgotten about the vehicle that got them there in the first place. If it was good enough for the Germans to award it car of the year in the luxury category in 2024, it’s certainly good enough for you. 

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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Overview

The 2025 Mercedes-AMG E 53 Hybrid midsize luxury sports sedan returns as the performance flagship of the current E-Class sedan lineup, and this time it does so with plug-in hybrid power. Its setup combines a turbocharged inline-six with an electric motor for a maximum system output of up to 604 horsepower with Race Start, while standard all-wheel drive, adaptive suspension, and rear-wheel steering aim to make the big sedan feel sharper than its size suggests. The result is a fast, very polished four-door that blends AMG pace with a usable electric-only driving mode.

What’s New for 2025?

For 2025, the E-Class range adds a new rear-wheel-drive E 350 and the new 2025 AMG E 53 Hybrid at the top of the sedan lineup. A front center airbag is now standard, and the car remains part of the sixth-generation E-Class family that was introduced for 2024. On the AMG side, this model arrives with a plug-in hybrid setup, revised body structure, a front strut brace, adaptive motor mounts, and suspension tuning tailored to the hybrid system’s added weight and power delivery.

Exterior

Visually, the AMG E 53 stays close to the clean, formal shape of the standard E-Class, but it adds the usual AMG attitude. The proportions are familiar, yet the car gets model-specific styling details that give it a more purposeful stance, and the chassis hardware underneath backs that up with standard rear-wheel steering and AMG-tuned suspension. Standard equipment includes 20-inch AMG wheels, an illuminated AMG radiator grille, a panoramic sliding sunroof, and LED headlamps with Adaptive Highbeam Assist. 

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Interior

Inside, the E 53 follows the rest of the E-Class by leaning hard into luxury and screen-heavy tech, but it adds AMG-specific touches to distinguish itself. Standard equipment includes a Nappa-leather AMG performance steering wheel, power-adjustable AMG sport seats, grey open-pore ash wood trim with an illuminated AMG logo, a 12.3-inch digital instrument cluster, and a 14.4-inch central display.

Wireless Apple CarPlay and Android Auto are included, and buyers can add the MBUX Superscreen package, AMG Performance seats, and higher-end trim packages if they want a flashier cabin.

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Price Range and Best Value Trim

The 2025 Mercedes-AMG E 53 Hybrid’s price comes in at $88,000, and there’s only one trim on offer.

The standard car brings the full AMG plug-in hybrid powertrain, 4MATIC+ all-wheel drive, rear-wheel steering, adaptive suspension, a large dual-screen setup, wireless smartphone integration, heated front sport seats, and 20-inch wheels. At this price, it covers the essentials that matter most in a car like this: strong straight-line speed, real daily comfort, and a long standard equipment list before you even get into the optional packages.

Key Specs

Powertrain

Fuel Economy / Efficiency

Dimensions

Warranty

Pros and Cons

Pros:

• Strong plug-in hybrid punch with up to 604 horsepower available
• Rich interior with substantial standard tech and comfort features
• Rear-wheel steering and adaptive suspension help it feel smaller than it is

Cons:

• Price rises quickly once you start adding AMG option packages
• It’s heavy for a sport sedan, even if the chassis does a good job hiding it
• Screen-heavy interior

Verdict

The 2025 Mercedes-AMG E 53 Hybrid feels like a modern AMG answer to conflicting demands. It has to be quick, refined, efficient, and packed with tech, and for the most part it pulls that off. The plug-in setup gives it genuine short-range EV usefulness, while the chassis still delivers the kind of grip and composure buyers expect from an AMG-badged sedan. It may not chase raw theater the way older V8 AMGs did, but as a fast luxury sedan with real day-to-day breadth, the E 53 Hybrid makes a convincing case for itself.

Competitors:

• BMW 550e xDrive
• Audi S6
• Porsche Panamera 4 E-Hybrid

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Overview

The 2025 Mercedes-AMG C 63 S E Performance compact performance luxury sedan may not boast the V8 performance that it has been historically known for, but it still packs pedigree and punch. Delivering 671 combined system horsepower from a plug-in hybrid system paired with a hand-built turbocharged 2.0L engine and a rear electric motor, it is the most powerful production 4-cylinder sedan on the market today. AMG Performance 4Matic+ all-wheel-drive with Drift mode, active rear axle steering, and eight drive programs, including a dedicated Race setting, gives this car genuine track credentials alongside its luxury sedan identity. The PHEV architecture serves performance rather than commuter efficiency, with 6.1 kWh of usable battery that supports roughly 6 miles of electric-only driving.

What’s New for 2025?

Third-generation MBUX3 infotainment software, 5G connectivity, and a newly standard center airbag between the front seats feature on the 2025 C 63. An optional AMG high-performance ceramic-composite brake system joins the options list as a performance upgrade for track-focused buyers. No powertrain, suspension, or structural changes have been made for 2025.

Exterior

The C 63’s body is distinct from the standard C-Class, with the front end stretched 2.0 inches longer, the front fenders widened by a combined 3.0 inches, and the wheelbase extended by 0.4 inches. A narrow air outlet running across the center of the hood transitions into twin power domes, a detail unique to fast AMG sedans. Standard wheels are 19-inch AMG units, but there are four optional 20-inch designs.

The optional AMG Performance Design Package adds 20-inch forged wheels, red brake callipers, side skirt inlets, and grooved exhaust tips. Additional appearance packages include the AMG Night Package, AMG Night Package Plus, AMG Carbon Fiber Package, and AMG Carbon Fiber Package II. Seven exterior paint colors are offered to complete the AMG personalisation.

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Interior

AMG sports seats with MB-Tex microfiber upholstery are standard in the C 63, with five available Nappa leather styles and an optional AMG Performance seat configuration for higher-bolster support for track driving. The dashboard places a 12.3-inch digital driver display alongside an 11.9-inch central multimedia touchscreen, both running the updated MBUX3 system with AMG-specific hybrid drive displays.

Heated front seats, an AMG Performance steering wheel in Nappa leather with integrated AMG Drive Unit controls, Burmester 3D Surround Sound with sound personalization, a panoramic roof, and 64-color ambient lighting are all standard. The Pinnacle trim adds augmented video navigation, a head-up display with AMG-specific content, and the Digital Light projection headlamp system.

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Price Range and Best Value Trim

The 2025 Mercedes-AMG C 63 S E Performance price spans two trims.

The base C 63 is the stronger value proposition.

Key Specs

Powertrain

Fuel Economy

Dimensions

Warranty

Pros and Cons

Pros

• 671 combined hp from a 2.0L 4-cylinder leads its class
• Active rear axle steering and 8 drive modes sharpen dynamics
• Burmester 3D Surround Sound and 64-color ambient lighting are standard

Cons

• 6-mile EV range offers negligible real-world efficiency gains
• 4,749-lb curb weight trails the BMW M3 by over 700 lb
• No complimentary maintenance while BMW includes it at this price

Verdict

The 2025 C 63 S E Performance comes in for the model year with MBUX3, 5G, and a center airbag as its headline changes, useful refinements on a powertrain-defined car that received no mechanical updates this year. The hybrid four-cylinder system delivers exciting performance, but the 4,749-lb curb weight is a clear tradeoff for this generation of the C 63. Buyers coming from the V8-era C 63 will find more output and a sharper chassis technology, but a heavier and more complex machine.

Competitors

• Alfa Romeo Giulia Quadrifoglio
• BMW M3
• Cadillac CT4-V Blackwing
• Audi RS 5

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Overview

The 2025 Hyundai Elantra N compact performance sedan proves that the Korean automaker can tackle the best in the compact sports sedan segment. Like its main competitors, it combines a turbocharged 2.0-liter 4-cylinder engine with a FWD drivetrain. Unlike some of its opponents, it is also available with an 8-speed wet dual-clutch automatic transmission, which improves performance and daily driving. These are just a few features that make the Elantra N a sought-after vehicle. In addition, it comes with seating for five, a usable trunk, rich standard features, and a price that undercuts several more famous rivals.

What’s New for 2025?

The 2025 Elantra N carries over unchanged from the comprehensive 2024 refresh. That update brought redesigned front and rear bumpers, new headlights and taillights, an all-black H logo, two new 19-inch wheel designs, a reinforced engine mount, updated steering components, and revised rear suspension bushings for improved handling precision. The powertrain and interior continue without modification for 2025.

Exterior

The Elantra N takes the standard sedan’s angular shape and gives it a more aggressive performance look. The front fascia uses a wide lower intake, dark trim, and N-specific detailing, while the rear adds a fixed wing, diffuser-style bumper, and dual exhaust outlets. Standard 19-inch forged alloy wheels fill the arches and wear 245/35R19 Michelin Pilot Sport 4S summer tires.

General dimensions keep it in compact sedan territory, with a 184.1-inch length, 107.1-inch wheelbase, 71.9-inch width, and 55.7-inch height. Ground clearance is 5.5 inches, so the car sits low enough to support its performance stance without losing everyday road clearance. Performance Blue is the signature color; black is the no-cost option.

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Interior

Inside, the Hyundai Elantra N Sedan blends sport hardware with familiar compact-sedan practicality. Twin 10.25-inch screens handle the digital instrument cluster and infotainment system, while N Light Sport bucket seats, blue contrast stitching, a flat-bottom steering wheel, and alloy pedals give the cabin its own identity.

Heated front seats, a Bose audio system, wireless charging, and Apple CarPlay and Android Auto are standard. The rear seat offers adult-usable space, helped by 38.0 inches of rear legroom. Trunk space measures 14.2 cubic feet, which is good for a compact sedan, although the rear chassis brace limits pass-through utility when the 60/40-split rear seatbacks are folded.

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Price Range

The 2025 Hyundai Elantra N’s price starts at $34,350 for the 6-speed manual, and the 8-speed DCT version adds $1,500 to the tally.

Since the Elantra N comes as one well-equipped trim, the best value depends on transmission choice. The manual is the better enthusiast pick and the lower-cost option.

Key Specs

Every 2025 Hyundai Elantra N uses a 2.0-liter turbocharged GDI 4-cylinder engine that pairs with a 6-speed standard transmission with rev-matching. An 8-speed wet dual-clutch automatic is optional and includes N Grin Shift, which temporarily raises output to 286 horsepower. Both variants are FWD and feature a standard electronically controlled limited-slip differential.

Powertrain

Fuel Economy (MPG)

The manual 2025 Elantra N has a slightly lower fuel consumption than the DCT versions. They trail the Volkswagen Golf GTI but it stay competitive with sharper performance-focused rivals.

Seating: 5

Fuel: Premium gasoline

Warranty

Hyundai gives the Elantra N market-leading warranty coverage and complimentary maintenance. That coverage is stronger than what Honda, Toyota, Subaru, and Volkswagen offer on rival performance compacts.

Pros and Cons

Pros:

• Strong 276-hp turbocharged engine
• Standard 6-speed manual transmission
• Available 8-speed wet DCT with N Grin Shift
• Standard eLSD and Michelin Pilot Sport 4S tires
• Excellent warranty coverage
• Practical sedan body with 14.2 cubic feet of trunk space

Cons:

• Front-wheel drive only
• Firm ride on rough pavement
• DCT has lower EPA fuel economy than the manual
• Rear chassis brace reduces cargo pass-through flexibility
• Premium gasoline required

Competitors

• Honda Civic Type R
• Toyota GR Corolla
• Volkswagen Golf GTI
• Volkswagen Golf R
• Subaru WRX

Verdict

The 2025 Hyundai Elantra N is still one of the strongest performance sedans in the compact class. It delivers serious hardware, including an eLSD, adaptive suspension, summer tires, large brakes, and a choice between a manual transmission and a quick-shifting DCT. The Honda Civic Type R and Toyota GR Corolla offer more power or all-wheel drive, while the Volkswagen Golf GTI brings hatchback practicality and better fuel economy. Even so, the Hyundai Elantra N balances performance, price, warranty coverage, and daily usability with unusual confidence. For drivers who still want a traditional gasoline sport compact, the Elantra N deserves a close look.

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Overview

The 2025 Subaru Legacy midsize sedan stands apart with standard symmetrical all-wheel drive on every trim, a feature no direct rival matches. A naturally aspirated 2.5-liter flat-four engine producing 182 hp and 176 lb-ft powers the Base, Premium, and Limited trims. The Sport and Touring XT use a turbocharged 2.4-liter flat-four delivering 260 hp and 277 lb-ft. Both engines pair with a Lineartronic CVT.

Pricing ranges from $26,810 to $40,110 across five trims. This model year marks the end of the Legacy nameplate, making it the final iteration of a sedan that suits buyers who value all-weather confidence and strong overall value in a segment now dominated by crossovers.

What’s New for 2025?

The Subaru Legacy keeps a clean and understated design, featuring a hexagonal grille, slim LED headlights, and a low sedan profile. Base and Premium trims ride on 17-inch alloy wheels, while the Sport adds 18-inch wheels and a trunk-mounted spoiler. The Touring XT includes power-folding mirrors. The sedan measures 191.1 inches in length with a 108.3-inch wheelbase. The overall look stays conservative, focusing more on aerodynamic efficiency than visual flair.

Exterior

The Subaru Legacy keeps a clean and understated design, featuring a hexagonal grille, slim LED headlights, and a low sedan profile. Base and Premium trims ride on 17-inch alloy wheels, while the Sport adds 18-inch wheels and a trunk-mounted spoiler. The Touring XT includes power-folding mirrors. The sedan measures 191.1 inches in length with a 108.3-inch wheelbase. The overall look stays conservative, focusing more on aerodynamic efficiency than visual flair.

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Interior

Inside, the Subaru Legacy midsize sedan offers a practical and tech-forward cabin. The Base trim uses dual 7.0-inch touchscreens with Apple CarPlay, Android Auto, and cloth upholstery. The Premium introduces an 11.6-inch vertical touchscreen with navigation, wireless connectivity, a 10-way power driver seat, heated front seats, and dual-zone climate control.

The Limited adds leather upholstery, a 12-speaker Harman Kardon audio system, and heated rear seats. At the top, the Touring XT includes Nappa leather, ventilated front seats, and a 180-degree front monitor. Cargo capacity measures 15.1 cu-ft, with 60/40 split-folding rear seats for added flexibility. Subaru EyeSight, including adaptive cruise control, lane centering, and pre-collision braking, comes standard across the lineup.

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Price Range

The 2025 Subaru Legacy’s price structure spans a wide range, with all trims including standard AWD. Prices exclude the $1,145 destination charge.

The Premium trim at $29,110 stands out as the most balanced choice, adding the larger touchscreen, power driver seat, and heated front seats without a steep price jump.

Key Specs

Powertrain

Fuel Economy (MPG)

Seating: 5

Fuel: Regular gasoline

Warranty

Pros and Cons

Pros:

• Standard symmetrical AWD on every trim sets it apart in its class
• Base at $26,810 undercuts many FWD competitors while including AWD
• 2.4-liter turbo engine delivers 260 hp with strong low-end torque
• 30 mpg combined with the 2.5-liter engine keeps running costs manageable
• Subaru EyeSight driver-assist suite comes standard across all trims

Cons:

• Final model year means no future updates or replacement planned
• 182-hp base engine feels sufficient but not particularly engaging
• CVT reduces driver involvement, especially with the base engine
• Conservative styling lacks the visual presence of some rivals
• 15.1-cu-ft trunk trails competitors like the Honda Accord and Toyota Camry

Verdict

The Legacy closes its run after 36 years by leaning into its core strengths: standard AWD, solid value, and dependable usability. The Base trim at $26,810 combines AWD, EyeSight, and 30 mpg combined, a mix that most competitors do not match at this price point. Buyers in regions with challenging weather conditions will find its capability particularly relevant.

The Premium is the best choice, adding several nice features but keeping the price under $30K. The Sport at $36,410 introduces the 260-hp turbo engine, which brings a clear performance boost, though the CVT keeps things more composed than engaging.

The decision to discontinue the Legacy reflects broader market trends rather than a shortfall in the product itself. For those still committed to a sedan, the 2025 model offers a final chance to own a well-rounded option in a shrinking category. Standard AWD, a comprehensive safety suite, and a starting price under $27,000 make it a compelling choice while inventory lasts.

Competitors:

• Honda Accord
• Toyota Camry
• Nissan Altima

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Overview

The 2025 Genesis GV70 is a compact luxury SUV that offers three distinct powertrains. The 2.5T uses a turbocharged 2.5-liter 4-cylinder producing 300 hp and 311 lb-ft. The 3.5T Sport steps up to a twin-turbocharged 3.5-liter V6 with 375 hp and 391 lb-ft. Both gas models pair with an 8-speed automatic transmission and standard all-wheel drive.

The Electrified GV70 uses dual electric motors to deliver 429 hp, or 483 hp in Boost mode, and provides an estimated 236 miles of range. Each version seats five. It competes with the BMW X3, Mercedes-Benz GLC, and Audi Q5, while offering more standard features and a longer warranty at a lower starting price.

What’s New for 2025?

The 2025 GV70 carries into the new model year with minimal changes. Wireless Apple CarPlay and Android Auto now come standard across all trims, replacing the previous wired setup. The Electrified GV70 expands its availability to 37 states, up from 23 in 2024, and adds Genesis Connected Services for remote vehicle access. Powertrains, feature packages, and design remain unchanged. Genesis discontinues Cardiff Green and Brunswick Green, replacing them with Storr Green, which also comes in a matte finish. Matterhorn White Matte and Makalu Gray Matte (below) join the color palette. A more extensive update is expected for 2026, including revised styling and a larger cabin display.

Exterior

The Genesis GV70 features the brand’s Crest Grille, framed by slim quad LED headlamps that give it a distinct identity in the segment. Standard models ride on 19-inch wheels, while higher trims offer 21-inch alloys and a more aggressive front fascia. The Electrified GV70 adopts a closed-off grille design specific to Genesis EVs. Select trims offer two-tone exterior schemes for added personalization, along with 20-inch wheels. Its proportions lean athletic, with a coupe-like roofline that tapers toward the rear. The design strikes a careful balance between refinement and sportiness without leaning too far in either direction.

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Interior

Inside, the Genesis GV70 compact luxury SUV centers around a 14.5-inch widescreen display with built-in navigation, operated through a rotary controller. A fingerprint authentication system stores driver preferences. The 2.5T Standard includes leatherette upholstery and heated front seats.

The Advanced package upgrades to leather seating, a Lexicon audio system, and a heated steering wheel. The 3.5T Sport Prestige adds a limited-slip differential, suede trim, carbon fiber accents, heated rear seats, and a head-up display. Cargo capacity measures 28.7 cu-ft behind the rear seats and expands to 56.5 cu-ft when they fold.

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Price Range and Best Value Trim

The 2025 Genesis GV70’s price structure undercuts key rivals while maintaining strong standard equipment.

The 2.5T Standard AWD stands out as the best value, combining solid performance with a competitive entry point.

Key Specs

Powertrain

Fuel Economy

Dimensions

Warranty

Pros and Cons

Pros:

• Segment-leading 5-year/60,000-mile basic and 10-year/100,000-mile powertrain warranty
• 300-hp base engine exceeds most competitors’ standard output
• Three powertrain choices, including a 429-hp all-electric option
• Lower starting price than BMW X3, Mercedes-Benz GLC, and Audi Q5

Cons:

• Rotary infotainment controller feels less intuitive than a touchscreen
• Cargo space trails the BMW X3 and Audi Q5
• Electrified model’s 236-mile range falls short of newer EV rivals
• Fuel economy for the 3.5T remains below average on premium fuel

Verdict

The GV70 delivers strong value in the compact luxury SUV segment. The 2.5T starts at $45,700 and undercuts key German rivals while offering 300 hp, standard AWD, and features that often cost extra elsewhere. The 3.5T Sport increases output to 375 hp and adds performance-focused hardware such as an available limited-slip differential. 

The Electrified GV70 produces up to 429 hp and supports fast charging, reaching high charge levels in about 18 minutes, though its 236-mile range is modest by current EV standards. Genesis backs the lineup with a 10-year/100,000-mile powertrain warranty that few competitors match. 

The GV70 gives up some ground in cargo space and infotainment usability, but for buyers focused on features, performance options, and long-term coverage, it remains a compelling choice.

Competitors:

• BMW X3
• Mercedes-Benz GLC-Class
• Audi Q5
• Volvo XC60

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Overview

The 2025 Mini Countryman subcompact luxury SUV is the brand’s biggest model, and this redesigned version leans harder into small luxury crossover territory than before. It still carries familiar Mini cues, but the proportions are larger, the cabin is more useful, and the overall feel is more premium than a playful runabout.

The Countryman S ALL4 uses a turbocharged 2.0-liter 4-cylinder engine with 241 horsepower and 295 lb-ft of torque, paired with a 7-speed dual-clutch automatic transmission and standard ALL4 all-wheel drive. Mini also offers the separately reviewed electric SE ALL4 and higher-performance JCW ALL4, giving the Countryman lineup a broader spread of personalities.

What’s New for 2025

The 2025 Countryman is fully redesigned. It grows taller and longer than before, with a larger wheelbase, more headroom, and more legroom. The redesign also brings new gas and electric powertrains, updated styling with an octagonal front grille, a central OLED screen running Mini Operating System 9, “Hey Mini” voice commands, gear-selector toggles beneath the center screen, Level 2 semi-autonomous driving capability, trailer assist, and a remote parking function.

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Exterior

The new Countryman keeps the upright Mini stance but adds more visual weight. Its taller body, cleaner sides, short overhangs, and squared-off details make it look less like an enlarged hatchback and more like a proper compact SUV.

The front end uses an octagonal grille, reshaped LED lighting, and a broader face, while the rear carries vertical taillights and a cleaner tailgate design. Mini still offers contrast roof options and expressive paint choices, so the Countryman keeps some of the brand’s usual visual character even as it becomes more mature.

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Interior

The cabin is the biggest shift. The dashboard uses a fabric-like surface, simplified controls, and a 9.4-inch circular OLED display that handles infotainment, vehicle settings, and driver information. Mini Operating System 9 brings wireless Apple CarPlay, Android Auto, navigation, and voice control.

Passenger space is more generous than before, especially up front, and the Countryman now feels more useful as a family-sized Mini. The rear seat is also more practical than what Mini’s smaller models offer, while the cargo area reaches 56.18 cubic feet with the rear seats folded.

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Price Range and Best Value Trim

The 2025 Mini Countryman’s price range spans a fair few trims, but the S ALL4 Iconic is the best value because it keeps the stronger value of the gas-powered 241-hp setup while adding more premium equipment without jumping into the pricier JCW or electric SE versions. It costs $3,200 more than the S ALL4 Signature Plus, but adds the richer feature mix that suits the Countryman’s more upscale positioning.

2025 MINI Countryman Key Specs

Powertrain Options

Fuel Economy (MPG)

Dimensions and Capacities

Warranty

Pros and Cons

Pros:

• Strong 241-hp turbo-four in the S ALL4
• More passenger and cargo space than before
• Distinctive 9.4-inch circular OLED display
• Standard all-wheel drive on gas S ALL4 models
• Premium cabin design with useful standard tech

Cons:

• Larger size dulls some traditional Mini charm
• Touchscreen-heavy control layout can feel fussy
• No paddle shifters for the automatic transmission
• Iconic trim pushes pricing close to larger luxury SUVs

Verdict

The 2025 Mini Countryman becomes a more serious small luxury crossover without losing its oddball charm. It is bigger, roomier, and more polished than before, and the S ALL4 gives it enough power to feel lively without making the price spiral too far.

The circular OLED screen and simplified controls may split opinion, but the cabin design, added space, and standard all-wheel drive help the Countryman feel more complete. For buyers who want a compact SUV with personality, the Countryman remains one of the more distinctive choices in the segment.

Competitors

• BMW X1
• Volvo XC40
• Audi Q3
• Mercedes-Benz GLB
• Alfa Romeo Tonale

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Overview

The 2025 Volvo XC60 is a compact luxury SUV that offers two electrified powertrains. The B5 pairs a turbocharged 2.0-liter engine with a 48-volt mild-hybrid system to produce 247 hp and 266 lb-ft. The T8 plug-in hybrid adds electric motors, raising output to 455 hp and 523 lb-ft, along with 35 miles of electric driving range. Both versions use an 8-speed automatic transmission and standard all-wheel drive. Trim levels range from Core to Polestar Engineered. It competes with the BMW X3, Mercedes-Benz GLC, and Audi Q5, while leaning into a distinctly Scandinavian take on luxury with a strong focus on safety.

What’s New for 2025

For 2025, the 2025 XC60 sees minor naming updates. The top trim now carries the Ultra name instead of Ultimate, and the plug-in hybrid drops the Recharge branding. A new Dark Theme variant joins the B5 Core lineup. The SUV continues with its Google-based infotainment system, including built-in Google Maps, Google Assistant, and the Google Play Store. No structural or mechanical updates take place, except that the B5 engine now uses a Miller cycle.

Volvo adds branded sill moldings across all models. The Plus trim now includes leatherette as standard, with leather offered as an option. Driftwood inlay becomes part of Charcoal leather and Charcoal perforated Nappa interiors. The T8 plug-in hybrid drops Recharge sill moldings and gains updated rear badging. Vapour Grey paint is exclusive to Polestar Engineered models, while Thunder Grey is discontinued. Polestar Engineered models no longer use eAWD branding.

Exterior

The Volvo XC60 features signature Thor’s Hammer LED headlights and a clean, upright grille. The Core trim rides on 18-inch wheels, while Plus and Ultra trims come standard with 19-inch wheels, with 20-inch and 22-inch options offered. The Black Edition adds gloss-black exterior trim and mirror caps. Polestar Engineered models stand out with gold brake calipers and unique wheels. The overall design sticks to clean Scandinavian lines, with a restrained and modern profile.

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Interior

The cabin of the XC60 presents a minimalist Scandinavian layout with a focus on simplicity and quality. A 9.0-inch portrait-oriented touchscreen runs the Google-based infotainment system and supports wireless Apple CarPlay and Android Auto. The Core trim includes leather upholstery, heated front seats, and a power liftgate. The Plus trim adds Pilot Assist, a 360-degree camera, and an air purifier. The Ultra trim upgrades to ventilated Nappa leather, four-zone climate control, and a Harman Kardon audio system. Cargo capacity measures 17.1 cu-ft behind the rear seats and 63.3 cu-ft with the seats folded.

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Price Range and Best Value Trim

The 2025 Volvo XC60’s price spans a wide range depending on trim and powertrain:

2025 Volvo XC60 Key Specs

The Volvo XC60 compact luxury SUV offers the following powertrain configurations:

Powertrain Options

Fuel Economy (MPG)

Dimensions

Warranty

Pros and Cons

Pros:

• T8 PHEV produces 455 hp and delivers 35 miles of electric range
• Scandinavian interior design among the most refined in the segment
• Google-based infotainment is quick and feels intuitive
• Complimentary scheduled maintenance covers 3 years or 36,000 miles

Cons:

• B5 mild hybrid’s 247 hp modest compared to rivals with over 300 hp
• 22.4 cu-ft of cargo space trails competitors like the X3 and Q5
• T8 PHEV pricing rises sharply in Ultra and Polestar trims
• The platform shows its age compared to recently redesigned competitors

Verdict

The Volvo XC60 remains one of the more distinctive entries in the compact luxury SUV segment. It prioritizes calm, Scandinavian design over outright sportiness. The B5 Plus at $52,995 stands out as the best value, adding Pilot Assist, adaptive cruise control, and a 360-degree camera. The T8 plug-in hybrid changes the character of the SUV with 455 hp and 35 miles of electric range. The Google-based infotainment system stands out for its natural voice control and real-time navigation. Cargo space trails key rivals, and T8 pricing above $69,000 overlaps with larger SUVs. Buyers who value interior design, safety, and plug-in flexibility will find the XC60 a well-rounded alternative.

Competitors

• BMW X3
• Audi Q5
• Mercedes-Benz GLC
• Lexus NX

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Overview

Hyundai has given the 2027 Tucson the sort of makeover that makes its predecessor look almost shy. The fifth-generation 2027 Hyundai Tucson compact SUV swaps its flowing bodywork for a taller, squarer personality, while gaining useful interior space and a considerably more impressive infotainment system. It still competes with the Honda CR-V, Toyota RAV4, and Nissan Rogue, but the new design looks ready to pick a fight with something wearing hiking boots.

A turbocharged 1.6-liter 4-cylinder with 184 horsepower replaces the outgoing naturally aspirated 2.5-liter engine. The hybrid returns with 233 combined horsepower, and buyers can choose front- or all-wheel drive depending on configuration. There’s also a tougher, hybrid-only XRT Pro with standard AWD. The plug-in hybrid, however, bows out of the U.S. lineup, leaving shoppers with conventional gas and hybrid choices.

What’s New for 2027

Almost everything. The 2027 Tucson grows 2.4 inches longer and 1.6 inches wider, with a wheelbase stretched by about 1.2 inches. The redesign brings a more upright body, pronounced fenders, full-width front lighting, and rear doors that now open to 83 degrees instead of 73. New paint choices include Ranger Green Pearl, Kodiak Blue Pearl, Driftwood Gray Metallic, and Red Rock Orange Pearl. The XRT treatments add extra attitude through contrasting cladding and distinctive trim details.

Inside, there’s a new dashboard and console, a squared-off steering wheel, more space for rear passengers, and available dual wireless charging pads. Two front USB-C ports and extra storage beneath the center armrest make daily life easier. Hyundai also introduces Pleos Connect, its new infotainment platform, alongside the conversational Gleo AI assistant. The XRT Pro adds genuine off-pavement hardware, including all-terrain tires and terrain-monitoring technology, rather than just relying on a rugged-looking bumper.

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Exterior

The 2027 Tucson adopts Hyundai’s Art of Steel styling, and whoever signed off on the sheet metal clearly had a ruler nearby. Broad shoulders, a clamshell-style hood, squared wheel arches, and tightly drawn side surfaces replace the outgoing model’s swoopier look. Architectural H-Edge lighting stretches across the nose, while elaborate prism-style rear lamps provide a more distinctive farewell than most compact SUVs can manage.

There’s a fine line between rugged and trying too hard, and the Tucson occasionally gives that line a nudge. Still, its larger proportions suit the tougher design. The AWD-only XRT Pro pushes things further with protective lower cladding, recovery hooks, all-terrain tires, and 8.3 inches of clearance, up from 7.1 inches on standard versions. It has the hardware for modest trails, although nobody should mistake it for a dedicated rock crawler.

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Interior

The cabin is a welcome counterpoint to all those exterior angles. Hyundai favors rounded surfaces, soft-looking trim, and a layered dashboard with convenient open shelving. A column-mounted gear selector clears space in the center console, and a compartment beneath the armrest gives smaller belongings somewhere to disappear. Actual buttons for climate and audio functions remain, sparing drivers the joy of hunting through touchscreen menus just to adjust the temperature.

A standard 12.9-inch infotainment screen can be upgraded to a 17-inch display, both running Pleos Connect with wireless Apple CarPlay and Android Auto. There’s also a slim 9.9-inch driver display, available dual 15-watt wireless chargers, and Gleo AI voice assistance. The interface sounds promising, although its everyday usefulness still deserves a proper test.

Passenger room is another selling point. The second row offers a huge 41.9 inches of legroom, beating most midsize SUVs; rear doors open wider to accommodate passengers and child seats, and cargo space expands to a class-leading 41.7 cubic feet behind the back seats. Five adults may still find shoulder room a negotiation, but this is a compact SUV that takes family duty seriously.

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Price Range and Best Value Trim

The 2027 Hyundai Tucson’s price range should include four main trims:

The SEL looks like the sensible sweet spot at an estimated $35,000, roughly $3,000 above the SE. Based on the outgoing model’s trim positioning, that premium should buy worthwhile comfort and convenience upgrades without demanding a jump to the top of the range. Both gas-focused trims center on the same 184-hp turbo engine, so choosing the SEL is primarily about equipment rather than horsepower. Exact 2027 SEL features and hybrid availability remain unconfirmed, making this a provisional recommendation until the final specifications arrive.

2027 Hyundai Tucson Specs Overview

Powertrain Options

Performance and 0-60 mph

Fuel Economy (MPG)

Dimensions

Interior Space (Front and Rear)

Cargo Space

Warranty

Pros and Cons

Pros:

• Class-leading rear-seat space and cargo capacity
• Hybrid targets up to 42 mpg combined
• Physical climate controls survive the screen-heavy makeover
• Long powertrain warranty and useful XRT Pro hardware

Cons:

• Plug-in hybrid is no longer offered in the U.S.
• New infotainment system needs real-world evaluation

Verdict

The redesigned Tucson brings meaningful improvements where owners notice them: rear-seat space, cargo capacity, cabin storage, and day-to-day tech. Its styling won’t win over everyone, but a little visual personality is preferable to another anonymous parking-lot appliance. The hybrid looks particularly appealing, pairing 233 horsepower with an ambitious 42-mpg target, while the XRT Pro gives outdoorsy shoppers a more capable option.

At approximately $35,000, the SEL is our tentative pick for buyers seeking an agreeable balance of price and equipment. That recommendation depends on the final feature list, and Hyundai still needs to prove its fuel-economy claims and infotainment polish. Even so, the new Tucson has a strong case as a spacious, practical compact SUV with just enough eccentricity to keep things interesting.

Competitors

• Honda CR-V
• Toyota RAV4
• Nissan Rogue
• Mazda CX-5
• Kia Sportage

What It Means For Drivers

Jaclyn McQuaid, GM’s senior vice president of vehicle products, told The Drivecast she can’t rule out a wheel-free Cadillac: “I can’t say that there won’t be Cadillacs where that one day happens”. It echoes a concept GM showed in 2024, the Opulent Velocity, whose steering yoke retracts in fully autonomous mode.

For now, not much changes. GM’s eyes-off driving system debuts in the 2028 Cadillac Escalade IQ and then moves to full-size light-duty trucks, with a later “Mission Mode” meant to let vehicles run errands for owners. Eyes-off is a step beyond today’s hands-free Super Cruise, but nothing in McQuaid’s comments says the wheel goes away.

The Blackwing Promise

Enthusiasts got the clearest answer. McQuaid said “if somebody wants [to drive a] V Blackwing, they’re going to be able to drive a Blackwing,” and added that it “doesn’t have to be a one-size-fits-all answer.” She cited GM’s racing programs in F1 and NASCAR and called herself “a lover of driving.” According to reports, the next CT5-V is expected to offer a naturally aspirated V8 and a manual gearbox, which would keep the Blackwing tradition of driver-focused engineering alive.

Why It’s Not Happening Soon

Federal safety rules were written around a human driver. In July, NHTSA gave Zoox a two-year exemption for a wheel-free robotaxi, capped at 2,500 vehicles in any 12-month period. That is a commercial permit, not a way to sell cars to consumers. NHTSA proposed rule changes for driverless vehicles on October 23, but they must go through public comment first, and one report estimates six to eighteen months for rules like this.

Closing Thoughts

GM’s McQuaid also tied autonomy to older drivers keeping their independence, which is a more relatable pitch than a car with no wheel. I don’t know what relevance “older drivers” have when it comes to wanting to drive and exercise your independence. As somebody who has a soft spot for classic cars, one thing is clear: what we as enthusiasts or drivers want almost doesn’t matter anymore – we are all riding the profit-maximizing, obsolescence planning constrain train past the golden age of engaging and visceral automobiles, all the way to regulation station. Once the data is out, showing that self-driving cars are safer than human-driven cars, the powers that be will use that argument to take driving away from us.

Then I drove the Maserati Grecale Trofeo, and my sensible comparison briefly went out the window.

With 523 horsepower, the Trofeo plays in a different performance league from the 375-horsepower GV70 3.5T. However, Maserati now offers less powerful V6 versions that bring the two vehicles closer together on paper. The new entry-level Grecale V6 and Modena V6 produce 385 horsepower, making them more relevant alternatives to a well-equipped Genesis. Maserati’s North American lineup now includes those two, the Trofeo and the fully electric Folgore.

Here’s the distinction: I drove the Trofeo, not the entry-level V6. My impressions describe that vehicle. The comparison with the less expensive Maserati is about specifications and positioning, rather than pretending I tested something I didn’t.

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Powertrain and performance

The GV70 3.5T uses a twin-turbocharged 3.5-liter V6 producing 375 horsepower and 391 pound-feet of torque. An eight-speed automatic and standard all-wheel drive complete the package. It’s strong, smooth and entirely capable of reminding you that the groceries weren’t secured properly. Genesis lists the 2027 GV70 lineup from $49,350 before destination, although that starting price buys the four-cylinder version. The 3.5T occupies considerably more expensive territory.

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Maserati’s lower-output 3.0-liter twin-turbo V6 produces 385 horsepower and 368 pound-feet. That gives it a modest horsepower advantage over the Genesis, while the GV70 counters with more torque. Maserati quotes a five-second run to 60 mph for the Modena V6. Its ZF eight-speed automatic works with an all-wheel-drive system that normally favors the rear axle and can send power forward when needed. The Modena also offers serious chassis equipment, including an electronic rear limited-slip differential and adaptive air suspension.

The Trofeo turns up the temperature with 523 horsepower and 457 pound-feet of torque. This is where the comparison stops being particularly fair to the Genesis. The Maserati’s Nettuno-derived V6 uses pre-chamber combustion technology with roots in Formula 1, although that doesn’t mean you’ve bought a Grand Prix engine with cupholders. It does mean there’s engineering behind the theatrics.

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Exterior and interior design

The GV70 remains a handsome vehicle, and the Prestige Graphite treatment adds dark exterior accents, 21-inch wheels and red brake calipers. Inside, Nappa leather with suede inserts and carbon-fiber trim give it a more athletic presentation. I appreciate that Genesis can add visual attitude without making the vehicle look like it’s auditioning for a nightclub security position.

The Grecale makes a different statement. Recently, Maserati updated its exterior design ethos with a sharper, shark-like nose design that proliferates across the fleet. It’s stunning. It’s recognizably Italian without relying entirely on the trident badge, and the cabin surprised me.

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Maserati hasn’t always been my benchmark for interior execution, but this particular vehicle felt carefully assembled, with excellent seats and attractive materials throughout. That’s a substantial improvement over merely asking buyers to forgive everything because the engine sounds magnificent.

Both provide comfortable accommodations for five, but their seating positions feel different. In the Maserati, I felt lower and more tucked into a sporting seat. The Genesis emphasizes a softer, more luxurious atmosphere. Neither approach is wrong. One encourages you to settle in; the other encourages you to investigate the drive-mode selector.

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Screens, switches and accidental seat heating

Maserati combines a 12.3-inch central touchscreen with a lower comfort-control display. It looks attractive, but the arrangement occasionally turned my large, ape-like hands into unauthorized climate technicians. Reaching toward the transmission buttons, I sometimes brushed a nearby control and changed a setting. Nothing enhances a warm Malibu afternoon quite like accidentally activating your own seat heater.

The Genesis has the easier control layout in my experience. I still prefer a conventional gear lever to its rotary selector, but it works well enough. Likewise, Maserati’s piano-key-style transmission controls look elegant, yet I’d rather have something I can grab without checking whether I’ve also ordered additional lumbar support.

Then there’s the audio. The available Sonus faber system may be the finest automotive sound system I’ve experienced. Full stop. The upper specification offers as many as 21 speakers and 1,285 watts, and the result is extraordinary. I’d happily spend considerable time evaluating it with Rush, strictly in the interest of journalism.

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Driving impressions

My Grecale drive took place around Malibu, where construction and reduced speed limits kept proceedings restrained. That limited any meaningful exploration of the Trofeo’s outright performance, but it still revealed a responsive, enjoyable vehicle. Steering weight, body control and throttle response contributed to a sense of occasion even at ordinary speeds.

What I can’t do is transfer those impressions wholesale to the entry-level Grecale. Different suspension specifications, tires and powertrain calibrations matter. Sharing a body and an engine family doesn’t make every version behave identically.

Related: Toyota vs. Honda vs. Chevy: Which Brand Comes Out Safest?

The Trofeo’s engine becomes considerably more vocal when encouraged, particularly in its sporting settings. The GV70 3.5T feels calmer and quieter, although calling it slow would be ridiculous. Both isolate occupants well, but the Maserati makes more of an event out of accelerating.

One frustration involved the Maserati’s audible speed warning. Finding the appropriate setting took longer than I wanted. A warning system has a purpose, but repeated electronic scolding can interrupt an otherwise pleasant drive. I already have people in my life qualified to question my decisions. Many.

Oh, and the turn signal makes a “bing – bong” noise that sounds like it’s from a 1980s video game.

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Pricing and value

A well-equipped GV70 3.5T in the low-$70,000 range remains a compelling luxury proposition. The entry Grecale V6 starts around $80,000 including destination, while the Modena pushes into the mid-$80,000s. The Trofeo I drove occupied roughly $116,000 territory. These figures put the less powerful Maseratis closer to the Genesis, but “closer” still involves several thousand dollars and dipping into junior’s college funds.

Equipment matters, too. An entry Maserati isn’t automatically equivalent to a heavily equipped Genesis simply because their prices approach each other.

Related: Porsche Wants to Make Fake Manual Shifting Feel Real in EVs

Maserati provides a four-year/50,000-mile new-car limited warranty, including powertrain coverage, with roadside assistance during the warranty period. Remaining factory coverage can transfer to the next owner. It’s a respectable package, although the warranty doesn’t become more generous just because the engine sings in Italian.

Genesis makes the stronger offer: five years/60,000 miles of new-vehicle limited coverage and 10 years/100,000 miles of powertrain coverage for the original owner, whichever comes first. Subsequent owners generally receive powertrain protection only within the original five-year/60,000-mile period, unless separate coverage applies. For buyers keeping their SUV long term, Genesis wins this round.

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Final thoughts

The GV70 remains my pick for balancing luxury, useful performance and value. It’s distinctive, enjoyable and impressively accommodating without requiring an exotic badge to justify itself.

The Grecale surprised me because it delivered more than an entertaining engine. Its cabin, seats and overall presentation made me reconsider a brand I’d become increasingly skeptical about. The Trofeo is an expensive indulgence, but the lower-output V6 models deserve their own test drive.

Genesis still makes the stronger argument to my sensible side. Maserati has apparently found the department responsible for my less sensible side.

Unfortunately, that department has excellent hearing and a weakness for Italian exhaust notes. Bottom line: the Grecale is my new favorite.

Related: The 2026 Volvo XC90 PHEV is a Commuting Star, But It’s Pricey

Kia’s Canadian Lineup

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According to Kia Canada COO Elias El-Achhab, speaking to Automotive News, the move was “just a bonus” when Ottawa cut its tariff on Chinese-built EVs from 100 percent to 6.1 percent, capped at 49,000 vehicles in the first year. His plan is to be “the first affordable EV brand in the country,” winning on what he calls a “value equation” that pairs a low price with the features buyers want.

Kia launched the EV3 in August at CAD $39,744, about $27,800 at recent exchange rates, and called it the lowest-priced EV on the market. That claim is already under pressure, because a Shanghai-built Tesla Model 3 now starts at approximately CAD $40,000. Kia also sells the EV4 from CAD $38,995 (about $27,300) and the EV5 midsize SUV from CAD $43,495 (about $30,500). El-Achhab says about 90 percent of EV buyers stay with EVs and that EV3 and EV5 orders are already backed up.

The American Version

U.S. shoppers have a thinner menu. Kia has delayed the EV4 for the United States indefinitely and has no plans to sell the EV5 here. The 2027 EV3 starts at $29,890, and the range runs from 221 miles in the base trim to up to 321 miles with the larger 81.4-kWh battery. It also has a built-in NACS port for Tesla Superchargers. That makes it one of the cheapest EVs on sale in America, but it faces none of the Chinese rivals heading to Canada, and Americans still can’t buy those cars.

What We Don’t Know

We aren’t yet sure about exactly which Chinese models will come to Canada or what they will cost. BYD has started compliance work for two passenger cars and plans six dealerships, per reports. Until prices land, Kia’s confidence is a bet that buyers will pay for brand and support, not just the lowest number on the sticker.

While that is true of many EVs, it can also be said of a few gas-powered cars too. But the point is that there is a well established market for classic gas-powered cars, and deciding whether one is destined to become a sought-after classic comes down to a few simple criteria.

We decided to put the original Tesla Roadster to the classic car test to see whether it is destined to become the first truly collectable classic EV, or just another car slowly rolling towards the crusher.

Age

Produced from: 2008-2012

Classic cars, by their very definition, cannot be new. This works against most EVs, as they have only been around in significant numbers since the early 2010s. Aside from a handful of electric-powered taxis from the 1900s, the 1996 General Motors EV1s which were leased to Californian drivers and then recalled and crushed, is the only electric vehicle most people can recall before the Tesla Roadster arrived.

Produced from 2008 to 2012, the first batch of Roadsters are now approaching their 19-th birthday. Most insurance companies consider a car a classic from at 20 years, while the Antique Automobile Club of America (AACA) pegs it at 25 years. Either way, it is only a mater of time before they hit these milestones, but this is only part of the classification process.

Rarity

Production numbers: 2,450 est.

Vehicle rarity comes about in two ways. The first is when a manufacturer produces just a handful of vehicles. This can be planned, or due to unfavorable market conditions. The second way is when a mass produced vehicle becomes scarce due to age, neglect, or rust. Many once prolific vehicles, like the VW Beetle, Ford Model T, and Fiat 500 have become rare in this manner.

What production figure is considered to be low volume? For exotic brands it can be as little as 100 to 5000 units, for mainstream brands, a run of 10,000 cars can still be considered rare.

Approximately 2,450 Roadsters were built, and it is estimated that 400 of these have been lost to fires, collisions and mechanical-related issues. Either way, a figure of 2,500 or less certainly qualifies the Roadster as a rare vehicle.

History

First Tesla Production Vehicle

Some cars are sought after because they were once owned by a celebrity, others because they represented the end of an era.  Then there are ones that debuted technologies that changed the automotive world, and the Tesla Roadster certainly qualifies for that.

In many respects it served as the testbed for the Telsa Model S, and it also has significance as the first production vehicle ever produced by Tesla.

Values

Original Pricing: $98,950 – $128,500

Current Values: $20,000 – $199,000

The vast majority of cars depreciate on a predictable path that slows down in later years but eventually flatlines at or near its scrap value. Classic cars tend to drop in value when new, but then start heading upwards once they reach a certain age.

Factors like condition, mileage, specification and service histories come into play here, as well as originality. The best examples will always command the highest prices, and rare or unique features always help push the values up even more.

A Ferrari 430, for example, can nearly double in price if it was fitted with the extremely rare manual transmission option. To truly call a car an investment grade classic, it should be worth more than its original sticker price and be appreciating in value every year.

AutoTempest lists 109 verified Tesla Roadster sales over the past six years, with the average sale price at $95,402. While values for some examples dipped below $30,000, there have been a handful that sold for over $180,000. This price disparity usually comes down to the aforementioned factors like mileage and condition, but the signs are there that people are willing to pay well over the original sticker price to own good examples of these cars.

So, Is the Tesla Roadster a Modern Classic Already?

View the 3 images of this gallery on the original article

Based on the criteria above, the Tesla Roadster is most definitely on the way to becoming one of the first ever sought-after classic cars with an electric powertrain.

Thanks to the high-profile nature of Tesla, and the imminent release of the second-generation roadster model, the original Roadster is quite likely to be viewed with renewed interest in the coming years.

While most EVs may be destined to be scrapped and forgotten, this one certainly looks to be remembered for years to come. Especially since it’s the only production car ever to have been sent into space.

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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While the Mk3 represented a major step forward on paper, its real-world reliability proved far more controversial. To evaluate its dependability as a pre-owned purchase, this overview analyzes consumer data from J.D. Power and Kelley Blue Book across both generations, alongside active recalls, technical service bulletins, and official NHTSA safety investigations.

America’s Most Sophisticated Focus Yet

The third-generation Ford Focus debuted for the 2012 model year and remained on sale in the United States through 2018. A mid-cycle refresh for 2015 brought updated exterior styling, revised equipment packaging, and an upgraded interior. It’s worth noting that the Focus received a fourth-generation model that, until recently, was sold in other markets.

Available in both sedan and hatchback body styles, the lineup offered a wide variety of powertrains to suit everything from daily commuting to high-performance driving.

Inside, technology was a key focus, evolving from the original SYNC and MyFord Touch systems to the more intuitive SYNC 3 interface in later models. Dynamic handling also remained a strong point, with the independent rear suspension giving the Mk3 a level of composure that set it apart from key competitors.

The performance range expanded significantly over its production run. The Focus ST arrived first with a turbocharged engine and a six-speed manual transmission, followed later by the all-wheel-drive Focus RS, which delivered 350 horsepower.

2018 Ford Focus Powertrains

Specifications and EPA figures are for the 2018 US-market lineup; fuel economy varies by configuration. The 1.0-liter automatic used Ford’s conventional 6F15 automatic and not the DPS6 PowerShift fitted to the naturally aspirated 2.0-liter automatic.

While the lineup offered broad appeal, the added sophistication came at a cost. Regrettably, some of the advanced technology that defined this generation also brought vulnerabilities that its simpler predecessors managed to avoid.

J.D. Power Reliability Scores Reveal A Significant Decline

Comparing J.D. Power ratings across the last two generations highlights how its reputation has shifted over time. These scores paint a clear picture of Ford Focus reliability by year, and how it declined from one generation to the next. The scores below include Ford Focus ST reliability and Focus RS reliability scores.

J.D. Power scores are out of 100. Overall scores and Quality & Reliability scores measure different aspects of vehicle ownership and should not be treated as interchangeable. The 2015 Quality & Reliability figure is unavailable in this dataset.

While the styling of the second-generation Focus left a lot to be desired, it proved to be a dependable compact car. Owners confirmed as much, with J.D. Power scores peaking at 85/100 in 2010 and closing at 83/100 for 2011. But when the redesigned 2012 model arrived, its Quality & Reliability rating tanked by 25 points to just 58/100.

By the end of the Mk3’s run, the rating had recovered to 76/100. Still, it never quite matched the dependable reputation of its predecessor. Most of the frustration stemmed from one major flaw: the troublesome PowerShift transmission.

The PowerShift Transmission Became The Focus’s Achilles’ Heel

The six-speed DPS6 PowerShift automatic in the 2.0-litre Focus wasn’t a conventional automatic transmission. Instead, it used a dry dual-clutch setup, comprising two electronically controlled clutches to combine the efficiency of a manual transmission with the convenience of an automatic. On paper, it was a great idea, promising quick shifts and superb gas mileage without sucking power like older automatics. But in reality, driving one was often a frustrating affair.

Drivers frequently reported:

• Jerky, unrefined low-speed behavior.
• Severe shuddering and shaking while accelerating.
• Hesitation when stepping on the gas.
• Slipping clutches and unpredictable gear shifts.
• Total loss of drive power.
• Transmission Control Module (TCM) failures and no-start issues.

While dual-clutch units are naturally a bit clunky at low speeds, the PowerShift went far beyond these quirks, with clutch and electronic failures often resulting in huge repair bills.

And this wasn’t just drivers nitpicking their humble hatchbacks, either. Ford itself issued technical service bulletins for clutch shudder on 2012-2016 models and extended the TCM warranty to 10 years or 150,000 miles on eligible cars.

Did Ford Ever Fix The Issue?

Ford updated software, revised hardware components, improved seals, and tweaked diagnostic steps over the years to fix recurring PowerShift problems. The aforementioned reliability ratings reflect these efforts and, while later cars were undoubtedly better, the underlying issue remains.

The dry dual-clutch architecture remained in place through 2018, so the risk of clutch shudder or control module failure never went away. Those considering a used Mk3 Focus PowerShift should take the vehicle on an extended test drive, being sure to test the car in stop-and-go traffic and during low-speed acceleration, reversing, and hill starts. Any shuddering, slipping, or sluggish engagement is a red flag.

The 1.0 EcoBoost Avoids PowerShift, But Has Problems Of Its Own

Back in 2015, Ford introduced the 123-horsepower 1.0-liter EcoBoost three-cylinder engine to the US Focus lineup. This tiny turbocharged motor was built to squeeze plenty of low-end torque and impressive fuel economy out of a small package. At first, you could only get it with a six-speed manual, but Ford later added a conventional six-speed automatic to the options list.

On paper, this seemed like a great workaround for anyone who wanted an automatic Focus without dealing with the notoriously problematic DPS6 PowerShift transmission; the 1.0-litre models make use of the traditional 6F15 torque-converter automatic. Unfortunately, the lack of a PowerShift gearbox didn’t leave the Focus completely free of reliability headaches.

The 1.0 EcoBoost relies on a belt-in-oil design, often referred to as a “wet belt.” Unlike standard timing belts that run dry outside the engine block, this belt runs directly inside the engine’s oil supply. While the setup helps save space and boost efficiency, belt durability is critical. If the rubber starts to degrade over time, debris breaks off and can quickly clog the engine’s oiling system. As Ford’s recall history and safety investigations have shown for several 1.0-liter models, this oil-starvation issue is far more than just a theoretical risk.

The 1.0 EcoBoost Wet-Belt Problem

A major issue involved US recall 23V-905, affecting certain 2016-2018 Ford Focus models with the 1.0-liter EcoBoost engine and automatic transmission. The issue stemmed from the oil-pump drive belt or its tensioner. If either component failed, the oil pump could stop working, leading to a loss of oil pressure and potential stalling.

Ford’s repair documents note that belt damage could be severe enough to require both the long block and the turbocharger. In fact, Ford logged 2,099 related warranty claims between June 2016 and October 2023. And it doesn’t end there, either.

NHTSA Is Also Investigating The 1.0 EcoBoost’s Timing Belt

Concerns around the 1.0-liter engine grew in late 2025 when the National Highway Traffic Safety Administration (NHTSA) opened an investigation into 2015-2018 manual Focus models, following reports of timing-belt degradation. In response, Ford reduced the engine’s timing-belt service interval from 150,000 miles to 100,000 miles or six years. Some owners may also be eligible for reimbursement through specific customer satisfaction programs.

The 2.0-Liter Manual Is The One To Purchase

It’s easy to paint the entire Focus lineup with the same brush, yet the naturally aspirated 2.0-liter four-cylinder engine (mated to a manual transmission) could be a sensible buy. With 160 hp and 146 lb-ft of torque, this direct fuel injection motor provides adequate performance for everyday driving without the complexity of a turbocharger.

Of course, the manual Focus 2.0 isn’t immune to faults, but it is arguably the most straightforward configuration offered in the Mk3 Focus. Kelley Blue Book owner reviews include examples of owners reporting years of trouble-free operation beyond routine maintenance.

Ford Focus Vs Rivals

How does the final US-market Focus compare with other compact cars from the same period? MY2018 offers a useful comparison to popular rivals because it was the Focus’s final year on sale.

Figures reflect the supplied model-year comparison. J.D. Power scores and KBB owner ratings use different methodologies, so the two scales should be interpreted separately.

Final Verdict

The third-generation Ford Focus isn’t inherently a bad car, but its overall legacy is bogged down by troublesome powertrains. If you’re considering one on the used market, target a well-maintained 2.0-liter manual model to enjoy the chassis and crisp handling without the mechanic headaches that come with a PowerShift transmission or 1.0 EcoBoost engine.

The 2026 Ford Ranger and Chevrolet Colorado give buyers plenty of room to make those decisions. I got to know them through a 2.7-liter V6 Ranger Lariat on a roughly 620-mile trip between Vancouver, B.C., and Vancouver, Washington, and a week with a Colorado Trail Boss around coastal British Columbia. City traffic and gravel backroads gave their respective talents—and irritations—somewhere to expose themselves. Those two trucks are the lenses through which I experienced both lineups, but we’ll start with what the different trims buy you, then move on to the engines, cabins, beds, and towing capabilities. Along the way, my time behind each wheel helps answer the question that gets harder as the options accumulate: which features would I actually pay for, and which truck would I rather live with?

What Your Money Buys Across The Lineups

Ford offers XL, XLT, Lariat, and Raptor variants of the Ranger. Chevrolet advertises WT, Custom, LT, Trail Boss, Z71, and ZR2 versions, with the Bison package taking the ZR2 further into specialist territory.

Prices exclude destination, options, taxes, and dealer charges. Regular Ranger starting prices cover the 2.3-liter engine and rear-wheel drive; the 2.7-liter V6 requires optional 4×4. Colorado Trail Boss, Z71, and ZR2 have standard 4WD.

Chevrolet starts $1,150 lower, but neither brand wins the value argument at every price point. XLT and LT begin around $36,000; Lariat and Z71 start within $150 of each other. A ZR2 starts $6,965 below a Raptor, before Bison or other options, but offers far less potent performance. Ford lets buyers combine its regular trims with an FX4 package, whereas Chevrolet gives its off-road models more distinct identities. The handsome, lifted Trail Boss I drove occupies one branch of that range, though we suspect a Tremor-branded Ranger will eventually arrive to directly take on Chevy’s no-frills overland-ready version.

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Two 2.7s, With Two Fewer Cylinders In The Chevy

Ford offers three engines in the Ranger: a 2.3-liter EcoBoost four-cylinder, a 2.7-liter EcoBoost V6, and a 3.0-liter EcoBoost V6. Chevrolet uses the same 2.7-liter TurboMax four-cylinder throughout the Colorado range, paired with an eight-speed automatic. Every Ranger uses a 10-speed automatic transmission, and every Colorado uses an 8-speed.

Manufacturer-rated outputs; Raptor figures are based on premium fuel.[4–6]

That gives even the least expensive Colorado 40 more horsepower and 120 more lb-ft than a standard Ranger. Comparing the two 2.7-liter engines I drove, Ford has just five more horsepower, while Chevrolet has 30 more lb-ft, meaning that opting for six cylinders doesn’t automatically get you the strongest torque figure. In fact, Chevrolet’s four-cylinder makes the same torque as the Ranger Raptor, albeit with far less horsepower.

The Chevy backed that up with eager low-speed response, a well-matched eight-speed, and an entertaining turbo whistle. The Ranger pulled hard on boost, but lag and reluctant downshifts could disrupt smooth driving. Its transmission was also less agreeable in slower traffic, where it often seemed unsure of which gear to be in. My impressions favor the TurboMax for everyday driving. Ford’s more diverse engine lineup still deserves credit: you can retain the less expensive 2.3, upgrade to the 2.7 without buying a Raptor, or spend considerably more for the Raptor’s additional 95 horsepower over any Colorado. Still, the Colorado’s powertrain offers far more for less, generally speaking.

That engine equation is likely to change for 2027, however. As Autoblog reported on October 19, the Ranger’s XLT and Lariat are expected to replace their optional 2.7-liter V6 with “a bigger, more powerful 3.0-liter EcoBoost V6.” That likely means a detuned version of the Raptor’s engine, though that report didn’t confirm final output or pricing.

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The Cabin Changes As You Climb The Range

Both trucks offer crew cabs and five seats. Chevrolet installs an 11.3-inch touchscreen and 11-inch instrument display across its range. Ranger XL and XLT start with a 10-inch touchscreen and an 11-inch cluster; XLT adds a 12-inch touchscreen, while Lariat and Raptor get two 12-inch displays. My Lariat demonstrated the appeal of spending more on the Ford: heated ActiveX seats, B&O audio, proximity entry, and a useful power-sliding rear window. Opening that glass reduced buffeting with the side windows down. The seat, though durably appointed, wasn’t the most comfortable place to spend two separate six-hour straight driving stints, and its stiff headrests and limited arm support left my neck and shoulders aching. The Colorado’s Evotex seats suited my outings better, though apart from some multi-hour highway jaunts, I didn’t take the Colorado on as extensive a road trip as I did with the Ranger, so take that with a grain of salt.

My Trail Boss lacked proximity unlocking and a telescoping steering wheel, but crucially, those aren’t shortcomings across the Colorado lineup. LT, Z71, and ZR2 have both, but even a Ranger XL supplies a telescoping wheel. Chevrolet’s trim ladder therefore requires closer scrutiny before consideration. The less expensive LT has conveniences the Trail Boss omits. Z71 combines more cabin amenities with its outdoorsy presentation, and it also offers ventilated front seats, which ZR2 includes as standard; the upper Rangers’ front seats offer heating without ventilation. I preferred the Chevy’s cabin overall, but I’d choose its equipment carefully. Paying more doesn’t always mean keeping everything from the cheaper version.

Off-Road Hardware Changes The Character

The regular Rangers provide a familiar pickup layout, with rear leaf springs. The FX4 package adds off-road-tuned shocks, skid protection, and Trail Control without requiring the Raptor’s price or thirsty engine. The Colorado Trail Boss, by contrast, takes a visibly different approach with a two-inch lift and a wider stance. My Reef Blue example’s optional 20-inch wheels and 33-inch tires looked the part, although its firm ride was obvious on rough roads. The standard setup is 18-inch wheels with 32-inch tires.

Z71 brings additional equipment without the Trail Boss’s two-inch lift. ZR2 is the more substantial mechanical departure, with a three-inch lift, Multimatic DSSV dampers, and front and rear lockers. Bison adds 35-inch mud-terrain tires, further underbody protection, and jounce-control dampers. Ford answers with the Raptor’s Fox Live Valve dampers, coil-sprung Watts-link rear suspension, front and rear lockers, and a 405-hp V6. These are meaningful reasons to shop particular versions.

Beds, Back Seats, And Trailer Numbers

Both ranges offer a single crew-cab, roughly five-foot-bed format. Ford gives you a wider bed floor; Chevrolet gives you more length.

Payload and towing are configuration-dependent maxima, not every truck’s capacity. Options, occupants, cargo, and trailer tongue weight affect usable capacity. The highest payload and towing figures need not occur together.

A tenth of an inch doesn’t make one rearward cabin substantially more desirable than the other, but the bed-width difference could matter for your regular load. I also liked the Colorado’s tailgate ruler markings, and its roughly 2 more inches of length is worth noting. For towing, Chevrolet’s headline advantage is only 200 pounds on most models. Ford’s base four-cylinder can reach its regular Ranger maximum, so the V6 upgrade doesn’t raise the ceiling. Choose Raptor or ZR2 hardware, and the towing limit drops, though the Raptor sacrifices more hauling capability than the ZR2 does. Fuel economy also depends entirely upon specification. My V6 Ranger returned 22.2 mpg on its highway-heavy trip; the Trail Boss managed roughly 17 in mixed use, but their different routes skew that comparison.

Which One I’d Rather Live With

Ford makes a persuasive case through choice: an affordable four-cylinder, an optional V6, and a Raptor with substantially more horsepower than Chevrolet offers. Its wider bed and available cabin equipment add practical reasons to consider it. That said, I’d still buy the Colorado out of these two if it came down to it. Its standard engine supplies the torque I want without an upgrade, and I preferred how its powertrain and cabin worked during my test. Plus, I’d be lying if I didn’t admit its loud, whistling turbo noises hadn’t factored into that decision. The Colorado’s appeal goes beyond the Trail Boss badge, but it’s still the one I’d go for, since I appreciated its no-frills, pure-capability direction, though I still wish it at least had a telescoping steering wheel.

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Prices are U.S. MSRP before destination, options, taxes, and dealer charges. Economy figures apply to the configurations identified; towing requires appropriate equipment and compliance with vehicle and trailer limits.

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Starting Outside: Similar Footprints, Different Personalities

Both SUVs have stout, upright proportions that announce serious family duty. The Telluride measures 199.2 inches long; the Palisade is essentially the same size, with Calligraphy stretching to 199.4 inches. Neither offers an escape from the big parking space. Kia gives the X-Line a darker, outdoorsy presentation, and my Black Jade Green example wore that treatment particularly well. Hyundai’s Cast Iron Brown Pearl and brown upholstery reminded me more of the grand American family wagons I discussed in the original review, and despite its modern look, it takes on a more traditional, old-school sense of coziness.

Approach the doors, and Kia adds some theater with handles that extend automatically. Hyundai uses conventional pulls. The distinction changes the welcome as much as the appearance. The badges need decoding, too. Kia offers a hybrid X-Line, but the more specialized X-Pro is gasoline-only. Hyundai’s XRT Pro belongs exclusively to the V6 lineup. Both hybrids have 7.4 inches of clearance, so the Kia’s adventurous styling doesn’t offer a clearance advantage; it’s just a bit more provocative to look at.

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Hop Inside: Hyundai Feels More Traditionally Luxurious, Kia Feels Sporty And Modern

The Telluride organizes its displays and physical controls into a cohesive dashboard. Prestige trim adds engineered-wood accents and a suede-look headliner, giving the cabin visual warmth and enough detail to reward a closer inspection.

The Palisade uses a broad horizontal dashboard and a substantial center console, with open storage beneath. Follow that console forward, and physical switchgear remains within reach. Its layout feels like a well-furnished room, complete with useful places for the belongings its occupants inevitably bring aboard. An important difference between the two SUVs is their use of materials: Palisade Calligraphy offers Nappa leather seating surfaces, while Telluride Prestige uses synthetic SynTex and SynTex suede trim. Buying the Kia’s upper trim doesn’t get you genuine leather. Personally, I preferred the Hyundai’s more traditional luxury, but the upholstery distinction gives buyers something concrete to consider alongside my own subjective impression.

Try The Features: Two Charging Pads Or A Built-In Dashcam?

Both SUVs supply a 12.3-inch infotainment touchscreen and wireless Apple CarPlay and Android Auto. Kia uses Meridian for premium audio, while Hyundai uses Bose, each with 14 speakers. Kia supplies two wireless charging pads, while Hyundai provides one with a cooling fan. Two people can charge compatible phones wirelessly in the Telluride without arguing over whose battery is lowest.

Hyundai counters with an available factory dual-camera dashcam and a UV-C compartment in the console, features absent from Kia’s published U.S. equipment list. The integrated camera interests me more than the sanitizing compartment, especially if it saves me from installing another device. Both hybrids also offer Stay Mode, which lets you use cabin systems while parked.

Move Into The Rear: Count Seats, Then Try Them

If you need eight seats, the choice is obvious: Hyundai offers that configuration on lower hybrid trims. The U.S. Telluride Hybrid lineup seats up to seven, with second-row captain’s chairs. Palisade Calligraphy also seats up to seven. Both offer heated and ventilated second-row seating, but the finer amenities require attention. Kia puts second-row Relaxation seats and heated outboard third-row seats in the optional Executive Package on Prestige trims. Hyundai includes second-row Relaxation seating and third-row heating on Calligraphy. The right seat demonstration can therefore mean different things for the final bill.

However, climb into the third row, and the luxury-car facade becomes a bit less convincing. The space is cramped for adults, but adequate for small children. Heating can make a small seat warmer, but it can’t make it bigger. I would reserve these seats primarily for tiny tots or very occasional adult use. Both SUVs claim up to 32.1 inches of third-row legroom. The directly competing 2026 Toyota Grand Highlander lists 33.5 inches, while the larger 2026 Ford Expedition offers 36.5 inches in its standard seating position, meaning some rivals in this segment offer better third-row legroom without needing to jump to a full-size SUV. Seat height, foot space, and second-row position also affect comfort, but families regularly carrying adults in every row should spend meaningful time back here before buying.

Open The Liftgates: Kia Carries More

The Telluride provides 21.3 cubic feet behind its third row, versus the Palisade’s 19.1. Its advantage continues as seats fold: 47.7 cubic feet behind the second row and 88.3 overall, compared with Hyundai’s 46.3 and 86.7. The space available with everyone aboard is the most consequential difference. Families can’t always fold another seat to accommodate more luggage. Kia also adds a folding luggage table with cupholders, giving you a useful surface at the tailgate.

Towing gives the Telluride another advantage: 4,500 pounds against the Palisade Hybrid’s 4,000, properly equipped. Buyers whose loaded trailer falls between those limits have a concrete reason to favor the Kia. Payload, passengers, luggage, and the required towing equipment still factor into that calculation.

Take A Drive: Matching Output, Different Feel

These SUVs’ matching horsepower and torque figures make this an unusually close mechanical comparison. Both use a conventional six-speed automatic, with hybrid assistance that requires no plug. The Telluride delivered agreeable responses, comfortable handling, and natural-feeling braking, although hard acceleration could expose some coarseness. The Palisade has a slight edge, at least to my own senses, for its more intuitive driving feel and the comfort it delivered across my Texan outing. The Kia, however, boasts marginally stronger EPA-estimated efficiency figures: 35 mpg combined for EX FWD versus Hyundai’s best 34, and 31 versus 29 for the upper-class AWD versions discussed here.

Compare The Prices: The Cheaper SUV Depends On The Trim

The Palisade’s hybrid entry price is $2,330 lower, with the same gap remaining between the cheapest AWD versions. However, Kia’s EX includes ventilated front seats, while Hyundai requires SEL Premium for that feature. Move up to the better-equipped versions I tested, and the ordering reverses. Telluride X-Line SX-Prestige AWD starts $1,190 below Palisade Hybrid Calligraphy AWD, before destination and options. The non-X-Line Telluride SX-Prestige AWD is another $1,000 less.

How I’d Spec It

If I were cross-shopping these two SUVs, I’d personally opt for a Palisade Hybrid Calligraphy in Cast Iron Brown Pearl with brown Nappa leather upholstery, just like the one I drove. That warm, coordinated palette suits its traditional luxury character and reinforces the family-wagon connection that made it so appealing. Plus, its competitive leasing programs mean the monthly payment gap between the Calligraphy and lesser-equipped models isn’t overly chasmic.

Its cabin and driving feel justify considering the Calligraphy’s premium, although the cramped third row remains an important qualification for both SUVs. The Telluride counters with more cargo room, a higher towing limit, stronger EPA economy, and two wireless charging pads. The Kia makes several family tasks easier on paper, but the Hyundai’s particular combination of comfort, design, and road manners would bring me back for the keys.

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Overview

The 2025 Mercedes-Benz CLE-Class luxury coupe and convertible consolidate what were once separate C-Class and E-Class two-door lineups into a single model series. The 4Matic all-wheel-drive system is standard and shared across both body styles. There’s also a sporty, separately reviewed AMG CLE 53 variant on offer with a 443 hp inline-six for buyers wanting more performance. Both body styles target pursuers of 2-door luxury aesthetics without giving up daily usability, in what is now a shrinking segment.

What’s New for 2025

Sun Yellow (below) joins the 2025 CLE-Class color palette, available with both the Coupe and Cabriolet. Models equipped with MB-Tex interior upholstery get a matching MB-Tex steering wheel this year, losing last year’s leather trim. These are the only substantive changes for the 2025 CLE-Class, with no powertrain, trim structure, or feature set changes.

Exterior

A shared design links the Coupe and Cabriolet, which are built around a forward-leaning “shark nose” front end, complemented by a low-slung hood and flat LED headlights. A three-dimensional chrome grille with the iconic Mercedes-Benz star pattern finishes off the front-end look. The Coupe carries a fastback roofline through to two-part LED taillights that feature three-dimensional lights at the rear.

On the Cabriolet, a multi-layer acoustic soft top opens or closes in 20 seconds and can be operated at speeds up to 37 mph. Both the standard Exclusive and optional Pinnacle trims offer wheels up to 20 inches, while the optional AMG Line package on the CLE 300 4Matic (standard on the CLE 450 4Matic) adds a sport front bumper with integrated chrome trim and a twin-outlet exhaust system.

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Interior

The front seats were developed exclusively for the CLE-Class using a sporty design, complete with integrated speakers in the headrests as part of the standard 17 speakers at 710-watt Burmester 3D Surround Sound System. A freestanding 12.3-inch digital driver display pairs with an 11.9-inch central multimedia display in portrait format. On the Cabriolet, the central display tilt adjusts electrically from 15 to 40 degrees to reduce sun glare when the top is down.

Standard equipment across both trims includes 64-color ambient lighting, wireless Apple CarPlay and Android Auto, wireless charging, and third-generation MBUX. MB-Tex synthetic leather is standard with Exclusive; leather and Nappa leather are optional upgrades. The Cabriolet can be specced with an optional coating on the leather surfaces that keeps seat temperatures cooler in direct sunlight than untreated leather. The Pinnacle trim adds Digital Light with road projections, a head-up display, MBUX Augmented Reality navigation, and Guard 360.

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Price Range and Best Value Trim

The 2025 Mercedes-Benz CLE-Class’ price list includes four configurations for both body styles, with an Exclusive and Pinnacle trim structure in each. 

The CLE 300 4Matic Coupe Exclusive comes across as the best value trim among all.

2025 Mercedes-Benz CLE-Class Key Specs

Powertrain Options

Fuel Economy (MPG)

Dimensions

Warranty

Pros and Cons

Pros:

• Standard Burmester 3D audio with 17 speakers across all trims
• Cabriolet soft top operates in 20 seconds at speeds up to 37 mph
• CLE 450 4Matic reaches 60 mph in a claimed 4.2 seconds

Cons:

• Touch-sensitive steering wheel controls require getting used to
• No complimentary maintenance while BMW includes three years
• Digital Light, head-up display, and surround camera require Pinnacle trim

Verdict

The CLE-Class delivers a nicely equipped lineup with a lot of features that include standard AWD, a 17-speaker Burmester system, and the full third-generation MBUX experience. The CLE 300 4Matic Coupe Exclusive offers the most complete value argument, pairing all of the above along with good fuel economy. Two-door competition has narrowed down in recent years, but the CLE-Class holds its position through its combination of power, dynamics, and a convertible body style pairing, which no other German rival in class replicates in a single model series.

Competitors

• BMW 4 Series
• BMW M4
• Lexus RC
• Porsche 718 Cayman/Boxster

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Overview

The 2025 Chevrolet Malibu midsize sedan reaches its final model year as one of the last traditional American sedans still standing. It keeps the same basic formula that has defined this generation: a roomy 4-door body, a comfortable ride, simple controls, and pricing that stays well below many newer rivals.

Every Malibu uses a 1.5-liter turbocharged 4-cylinder engine paired with a CVT and front-wheel drive. The 163-hp output is modest, but the Malibu feels steady once moving, and its ride comfort remains one of its stronger traits. Chevrolet offers the 2025 Malibu in LS, RS, LT, and 2LT trims.

What’s New for 2025

The 2025 Malibu enters its sunset year with almost no changes. Chevrolet makes no notable updates for the final model year, though Night Shade Metallic (below) joins the paint palette.

The larger updates arrived for 2024, when Chevrolet added standard rear parking sensors across the lineup, made a tire inflator kit standard, made the spare tire optional, and discontinued Convenience Packages 1 and 2.

Exterior

The Malibu still has a clean, low-slung sedan shape that looks tidy rather than flashy. Its long body, swept roofline, and wide stance give it more presence than its price suggests, especially in RS form.

The LS keeps things simple, while the RS adds sportier trim pieces and 18-inch wheels. The LT feels like the balanced version of the lineup, and the 2LT brings the most upscale lighting and exterior detailing. The design is familiar now, but it has aged better than the cabin.

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Interior

The Malibu’s cabin focuses on space and ease of use. The dashboard layout is simple, the controls are easy to reach, and the front seats offer good comfort for daily driving. The rear seat is usable for adults, though some newer rivals offer more rear legroom.

Every Malibu gets a rather small 8.0-inch touchscreen with wireless Apple CarPlay and Android Auto, along with a Wi-Fi hotspot. The LT adds useful comfort features like heated front seats, dual-zone automatic climate control, remote start, and a power-adjustable driver’s seat. The 2LT adds leather upholstery, ventilated front seats, a heated steering wheel, wireless charging, and a nine-speaker audio system.

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Price Range and Best Value Trim

The 2025 Chevrolet Malibu’s price range spans four main trims:

The LT is the best value because it keeps the Malibu well under $30,000 while adding the features most buyers will actually use every day. Since every trim uses the same 163-hp engine, CVT, and front-wheel-drive layout, spending more does not improve performance. The LT’s heated front seats, dual-zone climate control, remote start, and power-adjustable driver’s seat make it the smartest balance of price, comfort, and equipment.

2025 Chevrolet Malibu Key Specs

Powertrain Options

Powertrain

Fuel Economy (MPG)

Dimensions

Warranty

Pros and Cons

Pros:

• Comfortable ride quality
• Spacious cabin and useful 15.7-cu.ft. trunk
• LT trim offers strong value for the price
• Wireless Apple CarPlay and Android Auto are standard
• Good combined fuel economy for a gas-only midsize sedan

Cons:

• Weak acceleration compared with newer rivals
• Only one engine and transmission combination
• No hybrid or all-wheel-drive option
• Cabin design feels dated
• Final model year limits long-term appeal

Verdict

The 2025 Chevrolet Malibu is not the freshest midsize sedan on sale, but it still makes sense for buyers who want space, comfort, and value without chasing the newest tech or the quickest acceleration. Its 163-hp engine keeps expectations in check, and the CVT does little to make the car feel lively, but the Malibu remains easy to drive and comfortable enough for daily use.

The LT trim is the version to buy. It adds the right comfort features without pushing the price too high, and since the powertrain stays the same across the range, there is little reason to spend more unless the 2LT’s leather, ventilated seats, and upgraded audio matter. As a final-year sedan, the Malibu bows out quietly, but it still offers honest value in a shrinking segment.

Competitors

• Honda Accord
• Toyota Camry
• Hyundai Sonata
• Kia K5
• Subaru Legacy

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Overview

The 2025 Aston Martin Vantage luxury grand touring sports car keeps the classic front-engine, rear-drive sports-car formula alive, but gives it far more muscle than before. Its AMG-sourced 4.0-liter twin-turbo V8 now makes 656 horsepower and 590 lb-ft of torque, sent to the rear wheels through an 8-speed automatic transmission. Aston Martin claims 0-60 mph in 3.4 seconds and a 202-mph top speed.

This is still a compact two-seat grand tourer at heart, but it now feels sharper, angrier, and more modern. The cabin finally gets a proper Aston Martin infotainment system, the chassis feels more focused, and the Vantage now has the power to stare down far more expensive sports cars without leaning only on its looks.

What’s New for 2025

Exterior revisions include a new front bumper with a much larger grille and new LED headlamps. New front fenders cover 21-inch alloy wheels, while fresh side vents sit behind the wheel arches.

Inside, the 2025 Vantage gets a major overhaul with a new center console, a new infotainment touchscreen, a single instrument display replacing the old three-gauge digital cluster, and a single gear selector replacing the previous pushbutton setup. The 4.0-liter twin-turbo V8 has also been reworked to make 656 horsepower, up 128 hp over the previous model.

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Exterior

The Vantage looks wider, lower, and more serious for 2025. The front end carries a larger grille, reshaped bumper, and Matrix LED headlights, while the wider body helps give the car a stronger stance without turning it into a caricature. Standard 21-inch forged alloy wheels fill the arches well, and the return of the Aston Martin side strake adds a familiar detail to the flanks.

At the rear, quad exhaust outlets, a wider bumper, and revised vents give the Vantage enough drama without making it look overdone. The design still leans elegant rather than theatrical, but the extra width and sharper details make it clear this is the most serious modern Vantage yet.

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Interior

The cabin is one of the biggest improvements. The old interior always looked a step behind the exterior, but the 2025 model finally brings the inside closer to the car’s price and purpose. A new center console, cleaner physical controls, and a modern touchscreen make the cabin feel much more current.

It remains a snug two-seat cockpit, but that suits the car’s character. Standard heated Sports Plus seats, leather trim, and Aston Martin’s own audio system give it the expected luxury base, while options such as ventilated seats, 16-way adjustment, carbon-fiber trim, and a Bowers & Wilkins sound system let buyers push it further.

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Price Range and Best Value Trim

The 2025 Aston Martin Vantage’s price range spans just the one trim, so it’s also the default best value. At $191,000, it’s far from inexpensive, but the standard car already includes the 656-hp twin-turbo V8, rear-wheel drive, 21-inch wheels, an overhauled cabin, modern infotainment, and the full performance hardware that defines this generation. Options can raise the price quickly, so the Coupe makes the most sense when kept close to its standard specification.

2025 Aston Martin Vantage Key Specs

Powertrain Options

Fuel Economy (MPG)

Dimensions

Warranty

Pros and Cons

Pros:

• Strong 656-hp twin-turbo V8
• Rear-drive layout gives it proper sports car character
• Much-improved interior and infotainment system
• Sharp exterior updates without losing Aston Martin’s elegance

Cons:

• Expensive before options
• No manual transmission
• Tight two-seat cabin
• Cargo space remains limited
• No complimentary scheduled maintenance

Verdict

The 2025 Aston Martin Vantage feels like the car this nameplate has been trying to become for years. It has the presence, the power, the cabin quality, and the mechanical focus to feel special without relying only on the badge. The 656-hp V8 gives it serious pace, while the rear-drive chassis keeps it more involving than many all-wheel-drive rivals.

It still asks a lot of money, and buyers who want maximum traction, easier daily use, or more outright polish have strong alternatives. But the Vantage now feels far more complete than before. For drivers who want a compact British sports car with real power, real character, and a cabin that finally feels modern, this Aston makes a much stronger case in 2025.

Competitors

• Porsche 911 Turbo
• Mercedes-AMG GT
• Chevrolet Corvette Z06
• Maserati MC20
• Jaguar F-Type R

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Overview

The 2027 Chevrolet Silverado 1500 full-size pickup truck enters the pickup fight with a redesigned body, a vastly more ambitious cabin, and two new V8 engines. Chevy’s familiar workhorse still comes in Regular Cab, Double Cab, and Crew Cab configurations, with rear- or four-wheel drive and several bed lengths. It also comes with enough screens to make a home-office setup feel inadequate.

The engine lineup stretches from a 350-hp turbocharged 4-cylinder to a 481-hp naturally aspirated V8, with a diesel for long-distance hauling duties. Maximum towing reaches 13,700 pounds with the 5.7-liter V8 in the proper configuration. Seven trims cover everything from no-nonsense fleet duty to expensive off-road adventures, making the Silverado as broad in personality as it is across a parking space.

What’s New for 2027

The familiar 5.3-liter and 6.2-liter V8s bow out, replaced by new 5.7-liter and 6.6-liter units from the latest small-block generation, making 402 and 481 horsepower, respectively. Chevy also upgrades the 2.7-liter TurboMax 4-cylinder to 350 horsepower and pairs every engine, including the returning 305-hp 3.0-liter Duramax diesel, with a 10-speed automatic transmission.

The exterior receives a new front end and revised LED lighting signatures, while the LT trim becomes the Silverado. Four-wheel-drive versions of that renamed trim now include the Z71 package, complete with skid plates, hill-descent control, and off-road suspension.

Inside, a redesigned dashboard accommodates a standard 16.3-inch touchscreen and 12.2-inch digital instrument cluster. An 11.5-inch passenger display (below center) and flexible Multi-Flex center console (below left) join the optional equipment list. Super Cruise remains available with trailer support, while the High Country gains a panoramic sunroof (below left).

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Exterior

The 2027 Silverado’s refreshed face features larger lower LED headlights, slimmer lighting elements beneath the hood, and a cleaner front bumper. There’s enough chrome, sculpting, and attitude to announce its arrival without requiring the neighborhood to file a noise complaint. New taillights and redesigned wheel-arch treatment bring the rest of the truck into the same century.

Chevy keeps three cab styles and short, standard, and long bed options, although availability varies by configuration. Custom models and above receive dual exhaust outlets, while High Country wears distinctive trim and standard 22-inch wheels.

The off-road choices look considerably more serious. Custom Trail Boss and Trail Boss ride on factory-lifted suspensions, with 34-inch tires on the Trail Boss. ZR2 upgrades to 35-inch mud-terrain rubber, front and rear electronic locking differentials, and Multimatic DSSV dampers. Its optional Bison package adds extra trail armor.

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Interior

The previous Silverado’s dashboard finally gets the retirement party it deserves. Every 2027 model features a 16.3-inch center touchscreen and 12.2-inch instrument display, with Google built-in, wireless Apple CarPlay, and Android Auto. Even the entry-level Work Truck enjoys the modern infotainment layout, a welcome change for drivers who spend most of their workday behind the wheel.

The redesigned cabin makes better use of storage, while the available Multi-Flex console provides a configurable arrangement for everyday clutter. Crew Cab rear-seat accommodations remain generous, with revised seat cushioning and backrest angles intended to make longer journeys less punishing.

High Country adds real wood trim, available upscale materials, and a panoramic sunroof. It and the ZR2 include an 11.5-inch passenger display and head-up display, while the ZR2 also gets standard massaging front seats. There’s still some utilitarian plastic, but the Silverado is considerably better prepared to challenge Ram’s reputation for inviting interiors.

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Price Range and Best Value Trim

The 2027 Chevrolet Silverado 1500’s price range spans quite a few variations:

The Silverado trim at $47,900 hits the sweet spot. It gets the same standard twin-screen setup as pricier versions, adds standard ambient lighting, and offers Super Cruise without demanding High Country money. Its standard 2.7-liter TurboMax makes a healthy 350 horsepower and 455 lb-ft of torque, which should satisfy most daily-use buyers. Opting for four-wheel drive also brings the Z71 off-road hardware, making this midrange model an appealing balance of power, features, and price.

2027 Chevrolet Silverado 1500 Specs Overview

Powertrain Options

Performance and 0-60 mph

The entire engine lineup except for the turbo-diesel has more power and torque, and should perform better than before. Even the base 4-cylinder TurboMax has enough power for most needs now. Performance figures will become available once these trucks start to reach us for testing.

Fuel Economy (MPG)

Official 2027 EPA fuel-economy ratings remain unavailable, so gas-mileage predictions deserve skepticism. The rear-wheel-drive Duramax diesel carries a manufacturer-estimated 27 mpg highway figure. With an available approximately 34-gallon tank, that combination promises more than 900 miles of highway range, although that remains an estimate rather than an EPA-certified result.

For comparison, the 2026 rear-drive Silverado diesel is EPA-rated at 23 mpg city, 28 highway, and 25 combined. Those figures belong strictly to the older model year. The new gasoline engines, including both V8s, still await comparable certified numbers.

Towing Capacity and Payload

Dimensions and Cargo Space

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Warranty

Pros and Cons

Pros:

• Class-leading 13,700-pound maximum V8 towing capacity
• Standard dual-screen dashboard, even on Work Truck
• Four engines and seven distinct trims
• Available Super Cruise with trailer support
• Capable Trail Boss and ZR2 off-road hardware

Cons:

• No hybrid option
• Higher-output V8 has a lower towing ceiling
• ZR2 pricing enters luxury-truck territory
• Some interior plastics remain ordinary

Verdict

The 2027 Silverado 1500 makes a persuasive case by fixing the cabin that needed fixing while improving the engines buyers already love. The 350-hp TurboMax offers plenty of muscle for the money, and the 402-hp V8 turns the truck into a serious towing tool. Buyers seeking highway range have the Duramax; those eyeing rugged trails have several increasingly expensive ways to ruin a perfectly good set of tires.

There are lingering questions about real-world fuel economy and how the redesigned truck drives once independent testing begins. The lack of a hybrid also leaves Chevrolet without a direct answer to electrified half-ton rivals. Still, a smarter interior, stronger capability, and a well-judged middle trim make this an especially compelling Silverado. It’s the sort of upgrade that gives loyal Chevy owners fewer reasons to wander across the dealership lot.

Competitors

• Ford F-150
• Ram 1500
• GMC Sierra 1500
• Toyota Tundra
• Rivian R1T

The New Numbers

Each increase is $50, or roughly 3 to 4 percent. CarsDirect breaks down these fees and finds that higher fuel costs are among the explanations automakers use to justify these increases.

The average U.S. destination fee has climbed from $952 in 2015 to $1,592 in 2026, a 67 percent jump, according to reports. Analysts say that fees let automakers protect margins without drawing attention to the MSRP. The charge must appear on the window sticker, but it doesn’t have to appear in the headline price.

Subaru Is Still The Cheaper Option

Subaru’s SUV fees are lower than most rivals’, per the source’s comparison: Toyota and Honda charge $1,595, Mazda $1,645, Chevrolet $1,995 and Ford $2,045. Subaru’s $1,545 matches Nissan. Full-size trucks are the real outliers, with Ford and GM going up to $2,895 on their biggest models. So this isn’t a case of Subaru gouging anyone. It’s a case of what the whole market is doing.

What To Do About It

Automakers set the destination charge, and it is the same no matter how far you live from the factory, so the real leverage is the price of the car itself. Shop on the out-the-door price, not the MSRP, and compare cars with their destination fees included. Two cars with close sticker prices can end up hundreds of dollars apart once different fees are added, and a gap that small is easy to miss.

What Is It, Exactly?

Underneath, it’s still a real Jaguar. The donor is a pre-facelift F-Type roadster with the supercharged 3.0-liter V6, rated at 380 horsepower and 339 lb-ft, and the rear-drive mechanicals are unchanged. What’s new is the body. Callum’s kit uses flax-based composite panels, a redesigned front bumper with aero flaps, wider fenders and bronze five-spoke wheels, all in a Tonga Green finish, giving the “Flax Type” a distinct look and proposing the feasibility of flax-based composite as an automotive raw material.

The Farm Part

The materials come from Clarkson’s 1,000-acre farm in Oxfordshire, England. The cabin has tan leather from his livestock, carpets made from farm-reared sheep’s wool and tweed inserts. Clarkson showed it at the Villa La Massa Excellence event in Tuscany, where he appears to have won a trophy. No direct quotes from him about the project were available, and the cost hasn’t been disclosed.

The Reaction

Most people like the spec, but whether the flax panels can ever be more than a one-off is unknown. Clarkson hasn’t said, and neither has Jaguar. But the fact that the “Flax Type” exists proves that it may deserve some looking into as a sustainable alternative to the materials used on modern cars.

The timing is interesting. Jaguar is in the middle of a very public reinvention, and a plant-based body kit on a gasoline V6 is about as far from its electric Type 01 direction as you can get. For now, it’s a one-off that grew in a field.

Then the bills arrive, and you discover that depreciation apparently doesn’t apply to the mechanic.

My friend Cody bought a 1975 Ferrari 308 GT4 for $38,000. After taxes and registration, he was in the low-$40,000 range. A few months and three shop visits later, he had spent just over $25,000 on maintenance and repairs. That’s about a new Toyota Corolla, sent straight to the service department.

However, this wasn’t simply an enthusiast gambling on a cheap exotic. Cody bought the very Ferrari that gave him his first ride in one as a teenager. That makes the purchase considerably more understandable, if no easier on his wallet.

Our conversation has been edited for length and clarity.

Costs reflect Cody’s experience with this particular car.

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The Ferrari that started it all

Nathan: Tell me about your Ferrari.

Cody: It’s a 1975 Ferrari 308 GT4, a European-market example. It helped start Ferrari’s mid-engine V8 lineage, which continued through cars like the later 308 and, eventually, the 458, 488 and F8.

But I picked this particular car because I had a deeply personal connection to it. When I was 14, I went to local Cars and Coffee events pretty much every month. Even though I’m a Lamborghini guy, I love Italian cars, and I was always drawn to the Ferrari section.

A gentleman there owned this 308 GT4. He saw a kid who genuinely loved the cars and their history, and we became friends. Eventually, he took me for my first ride in a Ferrari.

Related: I Drove The 2026 Ford Mustang RTR: Here’s My Honest Review Of Ford’s Nearly $56,000 Factory Drift Car

Nathan: In this exact car?

Cody: This exact car.

Nathan: And you stayed in touch?

Cody: Absolutely. When I was in high school, he would attend another local event on Sundays. My house happened to be on his way home. Every so often, I’d get a text asking, “Hey, you busy?” He’d come by and take me for a ride. It was awesome.

That’s a pretty effective way to create a future Ferrari owner. Also, potentially, a future customer for a very fortunate mechanic.

What did Camry money buy?

Nathan: Give us the basic mechanical rundown.

Cody: A 3.0-liter V8, about 255 horsepower in European specification, and a five-speed dogleg manual transmission.

Nathan: And the back seats?

Cody: Small children could technically fit, but you’re punishing anybody much over five feet tall. Really, they’re extra luggage space. The luggage compartment behind the engine tends to get pretty hot.

Nathan: How much did you pay?

Cody: $38,000.

Nathan: With taxes and registration, roughly the low-$40,000 range. How many miles were on it?

Cody: A little over 60,000.

Nathan: So you finally owned the Ferrari you grew up riding in. What was the first thing you did?

Cody: Sent it to a shop.

Naturally. The honeymoon included a service advisor.

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Three visits and one increasingly nervous wallet

Nathan: Walk me through the first round of work.

Cody: We knew it needed belts, and there were some leaks to fix. There was also a headlight switch on a stalk that’s known for breaking on these older Ferraris. A replacement was quoted at around $7,000. Thankfully, ours could be rebuilt.

I elected to replace the fuel lines, too. I wanted my car to remain a car, not a charcoal briquette. We also did brake lines and replaced the rear calipers because the handbrake was sticking.

Nathan: What brought it back the second time?

Cody: The starter failed. It had been failing for a while and had damaged the flywheel, so that needed replacing as well.

While everything was apart, we replaced the clutch. It didn’t absolutely need doing at that moment, but it was old. It made more sense than putting everything back together and paying to take it apart again relatively soon.

Nathan: And visit number three?

Cody: The alternator failed. According to the previous owner, it had last been rebuilt about 20 years earlier. Realistically, that’s not a bad lifespan, but it was another thing that needed doing. We also had axle boots fail.

Nathan: Some of this is simply age catching up with the car?

Cody: Exactly. We’re dealing with a 50-year-old car. These things are going to happen. And the people who have the knowledge to work on them properly aren’t cheap.

Nathan: What’s the service total?

Cody: Just over $25,000 now.

Nathan: So you’ve bought a Ferrari for Camry money and spent Corolla money keeping it running. Roughly $65,000 to $67,000 altogether?

Cody: Correct.

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Do you regret it?

Nathan: That’s the obvious question.

Cody: Every time I see a bill.

Nathan: But then you drive it?

Cody: Then it makes sense. I almost think of it as a rich man’s Miata. We talk about the Miata being small, light, agile and fun without needing enormous power. This car has a lot of those characteristics.

The steering, throttle and clutch feel heavy. You really feel like you’re working the car. Once you get going, there’s a moment when you and the car are working together. It’s a really cool experience.

Nathan: What do you anticipate from future maintenance?

Cody: Pain.

There it is. Ferrari ownership, summarized in one extremely efficient word.

The lesson for bargain hunters

Nathan: You also own a Lamborghini. Are these smart purchases?

Cody: Objectively, no. They can look affordable. We recently saw an Aston Martin Vantage advertised for $45,000. That’s loaded Camry or Accord money, but it was originally a much more expensive car. Its maintenance bills still reflect that.

If you understand that and you’re prepared, you can have a good time. If you think you’re going to get away with it, it’s going to hurt.

Nathan: What comes next?

Cody: Probably continuing the masochism. Something Italian or British.

Apparently, he’d like his next repair bill delivered with a different accent.

Final thoughts

Cody’s experience illustrates the difference between being able to buy an exotic and being able to own one. The purchase price is merely the opening bid. Age, deferred work, parts availability, and specialist labor get their turns afterward.

Still, I understand this purchase. He didn’t buy an anonymous Ferrari because it was cheap. He bought a piece of his own history, complete with a V8 and a dogleg gearbox. That has value a spreadsheet will struggle to explain.

Related: Is Automotive Paint Protection Film (PPF) Worth It? I Ask an Expert

Would I recommend following his example? Only with a thorough inspection, a realistic maintenance reserve, and the understanding that your bargain might require another car’s worth of money.

Cody knew what he was getting into. It hurt anyway. But when the bills are paid, and the road opens up, he gets to drive the Ferrari that made him fall in love with Ferraris.

A Camry is unlikely to give him that experience. It would, however, leave room in the budget for an actual Corolla.

Related: 2026 Dodge Charger SIXPACK vs. EV: Which Powertrain is Best?

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Overview

The 2025 Dodge Hornet is a compact SUV with a stronger performance focus than most rivals in the segment. The GT and GT Plus use a turbocharged 2.0-liter 4-cylinder engine with 268 horsepower and 295 lb-ft of torque, while the R/T and R/T Plus use a more potent plug-in hybrid setup with up to 318 hp. Every 2025 Hornet comes with all-wheel drive, giving the lineup a purposeful mechanical base. Twinned with the Alfa Romeo Tonale, the Dodge Hornet compact SUV also has a more European character than a typical Dodge SUV.

What’s New for 2025

The 2025 Dodge Hornet receives only modest updates. Column-mounted aluminum paddle shifters are now available on GT and GT Plus models with the Track Pack, while R/T models already include them as standard. Dodge also gives Hornet buyers eligibility for a one-day Radford Racing School session.

Otherwise, the lineup carries over with the same core design, trim structure, powertrain choices, and standard all-wheel-drive configuration. The 2025 Hornet remains available as the GT, GT Plus, R/T, and R/T Plus. Dodge is ending Hornet production after the 2025 model year, although warranty, service, and parts support continue.

Exterior

The 2025 Dodge Hornet SUV wears a more aggressive look than the Honda CR-V, Toyota RAV4, Hyundai Tucson, Mazda CX-50, and Volkswagen Tiguan. Dodge gives it standard LED lighting, hood heat extractors, a narrow upper grille, a wide lower intake, and a full-width rear light signature. GT models ride on 17-inch wheels, while R/T models use 18-inch wheels. The available Track Pack adds 20-inch Abyss wheels and red Brembo brake calipers. In size, the Hornet sits on the smaller side of the compact SUV class.

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Interior

The Dodge Hornet cabin combines a driver-focused layout with useful standard technology. Every model comes with a 12.3-inch digital instrument cluster and a 10.25-inch Uconnect 5 touchscreen with wireless Apple CarPlay and Android Auto. GT models start with cloth and leatherette upholstery, while GT Plus adds leather seats, heated and ventilated front seats, power front-seat adjustment, wireless charging, a sunroof, and upgraded audio. The Track Pack adds Alcantara seats with aluminum accents. Cargo space is adequate but not class-leading, with 27.0 cubic feet in GT models and 22.9 cubic feet in R/T plug-in hybrid versions.

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Price Range and Best Value Trim

The 2025 Dodge Hornet’s price starts at just under $30K for the GT.

The GT Plus costs $5,495 more, but its added equipment makes it the best value trim without entering R/T price territory.

2025 Dodge Hornet Key Specs

While the GT and GT Plus grades use a turbocharged inline 4-cylinder engine, the R/T and R/T Plus trims use hybrid drivetrains that promise more performance with better fuel efficiency.

Powertrain Options

Fuel Economy (MPG)

The GT trails hybrid rivals such as the Toyota RAV4 Hybrid and Honda CR-V Hybrid, but the R/T gives the Hornet a useful electric-driving advantage.

Dimensions

Warranty

The 2025 Dodge Hornet comes with coverage that matches the competition, although Hyundai offers longer powertrain coverage on the Tucson.

Pros and Cons

Pros:

• Strong 268-hp base engine
• R/T PHEV delivers 288 hp and 383 lb-ft
• Standard AWD across the lineup
• 33 miles of electric range in R/T models
• GT Plus adds meaningful comfort and tech upgrades

Cons:

• Cargo space trails several compact SUV rivals
• R/T models lose cargo room because of the battery
• GT fuel economy is only mid-pack
• Upper trims get expensive
• End of production may affect resale confidence

Verdict

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Competitors

• Honda CR-V
• Toyota RAV4
• Mazda CX-50
• Hyundai Tucson
• Volkswagen Tiguan

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Overview

The BMW X5 has spent more than a quarter of a century proving that a luxury SUV can haul the family without driving like a moving company van. As for the 2027 BMW X5 midsize 2-row luxury SUV, the fifth-generation model gets a complete makeover, bringing dramatically new styling, a screen-heavy cabin, and an upgraded turbocharged inline 6-cylinder that makes 394 horsepower. It faces the Audi Q7, Mercedes-Benz GLE, Genesis GV80, and Volvo XC90, all of which have similarly priced ideas about family transportation.

The gasoline-focused lineup comprises the rear-wheel-drive X5 40 sDrive and all-wheel-drive X5 40 xDrive, both equipped with 48-volt mild-hybrid assistance. Buyers seeking more electrification can choose the X5 50e xDrive plug-in hybrid, while the separately reviewed iX5 60 xDrive takes the formula fully electric. A V8-powered performance variant is scheduled to follow. Here, the 6-cylinder gas models take center stage, particularly the xDrive, which looks like the sensible indulgence. BMW has an interesting balancing act here: keeping the X5 engaging behind the wheel while making its luxurious new surroundings feel worth the considerable price of admission.

What’s New for 2027

Everything substantial gets another look. The fifth-generation 2027 X5 adopts design and digital technology inspired by BMW’s Neue Klasse vehicles, while its wheelbase grows 2.4 inches. A longer body opens up more rear-seat room, and the revised 3.0-liter 6-cylinder produces 19 more horsepower and 45 additional lb-ft of torque than its predecessor.

Inside, Panoramic iDrive replaces the conventional gauge cluster with customizable information projected along the windshield base. A 17.9-inch central touchscreen and standard 3D head-up display complete the digital overhaul. Standard adaptive suspension, optional air springs, available rear-wheel steering, and expanded driver assistance add substance beyond the light show. The third-row option and signature split tailgate disappear, while unfamiliar winglet door handles make their debut. Highway Assistant hands-free capability and additional parking technology also remain available for drivers keen to delegate some of the less entertaining parts of motoring.

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Exterior

The 2027 X5 retains its upright SUV proportions, although the details have clearly attended BMW’s latest design seminar. The tall nose wears an illuminated, vertically oriented kidney grille, flanked by LED headlights with double-X lighting signatures. It’s unmistakably a BMW, even if this rendition of the grille again demands a certain level of commitment from onlookers.

Cleaner body panels and sharply defined wheel arches lend the X5 a substantial profile. Conventional pull handles give way to small winglets integrated near the side pillars; optional power-operated doors open at a touch, while soft-close doors are standard. The rear gets slim, wide-set lamps that echo the X-shaped lighting theme.

Standard 21-inch wheels already fill the arches generously, but BMW offers 22- and even 23-inch alternatives for anyone convinced that tire sidewalls are an unnecessary luxury. Eleven paint colors and available M Sport appearance packages provide further personalization, although the basic silhouette remains recognizable. For all the visual theater, the longer roofline and familiar proportions still announce a practical, everyday SUV.

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Interior

The cabin takes a bigger leap than the bodywork. A 17.9-inch touchscreen anchors the dashboard, joined by BMW Panoramic Vision, which stretches driving information across the entire lower edge of the windshield. A standard 3D head-up display adds another layer, and an optional 14.6-inch passenger screen handles entertainment.

The display arrangement looks sophisticated, and wireless Apple CarPlay and Android Auto keep familiar phone interfaces close at hand. Unfortunately, climate settings and even airflow direction now rely heavily on the touchscreen. That’s clever packaging until you want to adjust the temperature halfway through a bumpy corner.

Heated sport seats, Veganza leatherette upholstery, a 2-piece panoramic glass sunroof, wireless smartphone charging, and a 12-speaker sound system come standard. Available Merino leather, ventilated and massaging front seats, an 18-speaker Bowers & Wilkins system, and real slate trim take the luxury considerably further. Four-zone climate control is optional.

The X5 seats five, with a more accommodating second row thanks partly to its longer wheelbase. Rear seatbacks fold in a 40:20:40 arrangement, but families needing seven seats must shop elsewhere. Losing the split tailgate also takes away a distinctive piece of everyday usefulness. At least the broad cargo area and flat-folding rear seats continue to make weekend luggage and bulky shopping trips straightforward.

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Price Range and Best Value Trim

The 2027 BMW X5’s price range spans three models, but the X5 40 xDrive makes the strongest case at $72,100. Its $2,300 premium over the rear-drive model buys all-wheel-drive traction without sacrificing the 394-hp I6, while standard adaptive suspension, a panoramic roof, and BMW’s ambitious new displays already deliver plenty of luxury. The plug-in hybrid offers more power, but its higher price makes the regular xDrive the easier recommendation for buyers who want a confident all-weather SUV without paying extra for a charging-capable powertrain.

2027 BMW X5 Specs Overview

Powertrain Options

Performance and 0-60 mph

Fuel Economy (MPG)

Hybrid numbers weren’t available at the time of writing.

Dimensions

Interior Space (Front and Rear)

Cargo Space

Warranty

Pros and Cons

Pros:

• Smooth, muscular 394-hp turbocharged 6-cylinder
• EPA-rated 26 mpg combined in the AWD model
• Standard adaptive suspension and extensive digital technology
• Up to 7,710 pounds of towing capability when equipped

Cons:

• Touchscreen-heavy climate controls complicate simple adjustments
• Third-row seating and the split tailgate disappear
• Winglet door handles favor styling over familiarity
• Starting price approaches $70,000 before options

Verdict

The 2027 BMW X5 40 xDrive hits the luxury-SUV sweet spot with surprising precision. Its turbocharged straight-six delivers the sort of effortless thrust that makes highway passing a non-event, while the adaptive chassis and available rear-wheel steering preserve the composure and eagerness that distinguish BMW’s better SUVs. The combination of all-wheel drive, 26-mpg combined fuel economy, and serious towing capacity makes a persuasive everyday package.

BMW’s enthusiasm for touchscreens may test drivers who still appreciate a physical climate button, and the missing third row and split tailgate trim some practicality from the equation. Even so, the upgraded cabin, generous equipment, and formidable 6-cylinder keep the X5 near the top of the 2-row luxury-SUV shopping list. At $72,100 before destination, the 40 xDrive is the one we’d take home.

Competitors

• Audi Q7
• Mercedes-Benz GLE
• Genesis GV80
• Volvo XC90
• Porsche Cayenne

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Overview

The 2027 Audi Q7 midsize 3-row luxury SUV returns for its third generation with a bigger appetite for performance and a much more convincing impression of a proper 3-row SUV. Its predecessor resembled an overachieving station wagon, until somebody climbed into the third row. The new model stands taller, carries more luggage, and adds enough horsepower to turn highway passing into a brief formality.

Every Q7 comes with a 429-hp, 2.9-liter twin-turbo V6, an 8-speed automatic, and quattro all-wheel drive. Audi quotes a 4.8-second dash to 60 mph, while the maximum towing capacity reaches 7,700 pounds. There is also a 591-hp SQ7 for anyone who thinks family transportation needs a V8 soundtrack.

Premium, Premium Plus, and Prestige trims seat seven, or six with optional second-row captain’s chairs. Against the Genesis GV80, Acura MDX, and Mercedes-Benz GLE, standard V6 muscle and 3-row seating provide an advantage.

What’s New for 2027

After a remarkably long second-generation run, the Q7 receives a complete redesign for 2027. An upright roofline adds roughly three inches in height, boosting headroom and maximum cargo space by nearly 9.0 cubic feet. Wider shoulders and new lighting give the SUV a more substantial stance, while the cabin joins Audi’s latest screen-intensive design movement.

The 2.9-liter twin-turbo V6 replaces the outgoing engine choices, and standard Quattro all-wheel drive gains a limited-slip center differential with preload. An optional adaptive air suspension adjusts ride height and introduces an exit function to make climbing aboard easier. Reverse Assist, revised lane-departure warning modes, and an emergency system that can guide the vehicle toward the shoulder expand the driver-assistance roster.

Optional automatic doors and a panoramic sunroof with switchable transparency add some theater. Inside are two wireless phone chargers, redesigned vents, fresh upholstery colors, and additional trim finishes. The optional captain’s chairs also give second-row passengers a more executive-class arrangement.

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Exterior

The 2027 Q7 swaps some of its predecessor’s sleekness for the sort of upright proportions buyers expect from a family luxury SUV. A broad Singleframe grille, distinctive daytime running lights, and strongly defined fenders give the front end a sharper expression. The effect suits a vehicle weighing over two and a half tons.

At the back, redesigned lighting freshens the tailgate, while available Digital Matrix LED headlights bring extra technology to the nose. Puddle lights dress up nighttime arrivals, while available automatic doors provide limousine-grade theatrics.

Standard 20-inch wheels fill the arches convincingly, although buyers can step up to 21- or 22-inch designs. The taller profile sacrifices some sportiness for cabin space. The new V6 handles the excitement anyway.

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Interior

Audi approaches the dashboard as though every surface might benefit from a display. An 11.9-inch digital instrument cluster sits alongside a 14.5-inch central touchscreen and a 12.3-inch passenger screen. It looks contemporary, although touchscreen-operated air vents solve a problem nobody had.

Wireless Apple CarPlay, Android Auto, and navigation come standard, as does a 10-speaker sound system. Two wireless charging pads address the inevitable fight over phone power, while available Bang & Olufsen systems offer 16 or 22 speakers. A head-up display and dashcam are optional.

Leather upholstery, ambient lighting, and an expansive panoramic roof supply the expected luxury atmosphere. New finishes include Stone Beige upholstery and natural ash trim, with more elaborate decorative treatments available. Covered cupholders help keep the center console tidy.

A 3-person second-row bench is standard, with optional captain’s chairs reducing seating to six. Power adjustment and convenient folding controls make reconfiguring the cabin easier. The third row remains better suited to children, however, with only 29.1 inches of legroom. Luggage capacity starts at 15.1 cubic feet behind those seats, expands to 37.7 – 43.9 cubic feet with the third row folded, and reaches 78.1 cubic feet with both rear rows down.

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Price Range and Best Value Trim

The 2027 Audi Q7’s price range spans three trims, but Premium Plus is the sweet spot at $75,300, costing $4,400 more than the Premium while avoiding the Prestige’s $9,600 jump. All three trims share the same 429-hp twin-turbo V6 and quattro all-wheel drive, so there’s no performance penalty for skipping the top model. Ventilated front seats, heated second-row seats, upgraded stop-and-go adaptive cruise control, and an upgraded sound system make the midrange version a particularly sensible luxury indulgence.

2027 Audi Q7 Specs Overview

Powertrain Options

Performance and 0-60 mph

Fuel Economy (MPG)

Dimensions

Interior Space (Front and Rear)

Cargo Space

Warranty

Pros and Cons

Pros:

• Powerful standard V6 with quick claimed acceleration
• Standard quattro AWD and 7,700-pound towing capacity
• More cargo room and optional second-row captain’s chairs
• Three years of included scheduled maintenance

Cons:

• Cramped third row for taller adults
• Touchscreen controls complicate simple adjustments
• Premium gasoline is required
• Prestige commands a significant premium

Verdict

The redesigned Q7 finally gives its family-friendly credentials the same attention Audi lavishes on performance. That 429-hp V6 is an unusually generous starting point, and the taller body makes the third row and cargo area more useful. Standard all-wheel drive, a capable towing rating, and available air suspension broaden the SUV’s appeal beyond the morning commute.

The rearmost seats still favor shorter passengers, touchscreen controls take getting used to, and pricing is firmly luxurious. Buyers seeking maximum third-row space may find roomier alternatives more accommodating.

For everyone else, the Premium Plus delivers the strongest combination of power, comfort, and value. It matches the Prestige’s performance with useful comfort upgrades over the Premium. Preferably, the money saved goes toward a family vacation somewhere with roads worthy of that V6.

Competitors

• Genesis GV80
• Acura MDX
• Lexus TX
• Mercedes-Benz GLE-Class
• Volvo XC90

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Overview

The 2027 Ferrari Purosangue luxury high-performance SUV is what happens when Maranello agrees to build a 4-door family car and then refuses to behave sensibly. It seats four, comes with all-wheel drive, and rides higher than the brand’s usual machinery, yet its centerpiece remains a naturally aspirated 6.5-liter V12 pumping out 715 horsepower. This is an engine built for goosebumps rather than grocery-store efficiency.

An 8-speed dual-clutch automatic and sophisticated active suspension help turn that power into startling acceleration and remarkably composed handling. Ferrari’s first 4-door, 4-seat production model is aimed squarely at enthusiasts who want to share the experience without putting their passengers in a separate car.

What’s New for 2027

Ferrari adds the Handling Speciale configuration for the 2027 Purosangue, sharpening an already athletic machine. Revised active-suspension calibration reduces body movement in corners, while firmer damping makes the Purosangue feel more alert when the road gets interesting. Ferrari also retunes the eight-speed transmission for quicker, more decisive shifts.

A new exhaust setting sends more V12 music into the cabin, presumably for drivers who find a naturally aspirated twelve-cylinder a little too discreet. Diamond-cut wheels, carbon-fiber trim, matte-black exhaust finishers, and satin-black badges distinguish the Handling Speciale from the standard model. Engine output stays at 715 horsepower.

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Exterior

The Purosangue wears its Ferrari identity proudly, with a long hood, muscular fenders, and a low, sweeping roofline that gives this high-riding four-door the look of an unusually ambitious shooting brake. Its aerodynamic bodywork and broad stance promise far more cornering enthusiasm than most luxury SUVs are prepared to deliver.

Rear-hinged back doors add a theatrical flourish while making access to the second row easier. They also help preserve the impression of a sleek coupe until everybody starts climbing aboard. The Handling Speciale adds its own wheel design and darkened exterior details, making the sportier version recognizable without resorting to an enormous rear wing.

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Interior

Inside, Ferrari gives each of the four occupants an individual sculpted seat, surrounded by fine leather, polished metal accents, and a cabin that favors driving over domestic chores. Rear passengers get proper buckets rather than a conventional bench, although legroom remains more intimate than in a large luxury SUV.

A digital instrument display puts the driver in command, while a separate 10.2-inch touchscreen keeps the front passenger entertained. Apple CarPlay and Android Auto are standard, but there is no central infotainment touchscreen or integrated navigation. Many functions live on the busy steering wheel, where finding the right control can feel like qualifying for a Formula 1 starting grid. Cargo space suits weekend luggage better than serious hauling.

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Price Range and Best Value Trim

The 2027 Ferrari Purosangue’s price range isn’t anything extensive, but the Handling Speciale is the better value for enthusiastic drivers, provided the word ‘value’ can survive a $433,160 price tag. Its $27,600 premium buys more responsive suspension tuning, sharper gear changes, a louder cabin soundtrack, and distinctive wheels and carbon-fiber detailing. Both versions deliver the same 715 horsepower and 528 lb-ft of torque, so the extra money goes toward handling and character rather than additional straight-line muscle.

2027 Ferrari Purosangue Key Specs

Powertrain Options

Fuel Economy (MPG)