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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

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

Exterior Styling – 9/10

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

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

Interior Style and Comfort – 8/10

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

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

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

Infotainment, Controls, User Experience – 7.5/10

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

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

The Driving Experience – 9/10

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

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

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

Final Thoughts

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

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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If you said BMW i3 a few years ago, people would either tell you about the odd little hatchback that was the brand’s first baby step into mass electrification. You might also get folks saying the electric version of the outgoing 3 Series in China. Of course, there may be blank stares, followed by “what’s an i3?”

The i3 is back (although it never left China) as the car that should help Munich take its electrification efforts to greater heights. It’s almost as if memories of the electric/range extended EV are being wiped away, with not a whole lot of people remembering it.

Meanwhile, in America

The i3 hatchback wasn’t a big hit in America, or pretty much everywhere else. The initial electric version didn’t have much in the way of range, and the later range-extended model was too little too late. Still, there’s a small but dedicated group of people who swear by it and keep its memory alive.

Then, there are folks who want to do something different with it. That was the case for YouTuber Michael Pick. You might think an i3 build would mean dropping the suspension, adding nice wheels, and maybe a non-factory paint job. But Pick totally transformed the little car into something completely different.

The i3…Pickup?

Pick had a bit of a dilemma, as he wanted a small electric pickup to combat the high fuel prices. An old V6 Ranger at current gas prices doesn’t help either, which only makes him more inclined to go electric. One might say, get a Slate pickup and get on with it, but it’s not widely available yet.

But instead of just waiting for the Slate truck, Pick decided to build a small EV pickup himself, with an i3 hatchback being the unwitting donor to this little project. More specifically, it’s the range-extended version, so it can actually go far on a charge. Armed with a circular saw, hacksaws, and $10,000, Pick got to work on turning the i3 into a small truck.

It was a bit of a challenge, especially given that the i3’s body is carbon fiber. That said, the car’s platform is a body-on-frame of sorts, so it still has some stiffness. It’s been caged (sort of), so that might help. Questions about rigidity aside, it’s a unique and interesting build that’s all for under $10,000, car included. As one comment pointed out, it’s an amazing use of free will.

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These new models seem to be a big success so far as Volkswagen Group has received almost 150,000 orders for its Electric Urban Car Family, which also includes the Cupra Raval and Skoda Epiq, all of which are based on the MEB+ platform.

VW’s $22,500 EV May Be Named ID. Up

But there’s still room below these models—the ID. Polo starts at €25,000 ($28,000) and the ID. Cross starts at €28,000 ($31,400)—and Volkswagen knows it. That’s why a more affordable model is in the works, and it’s coming in a few months in Europe.

We’re talking about the production version of the ID. Every1 concept city car, which is expected to have a base price of €20,000 (the equivalent of around $22,500 at the current exchange rate).

The new EV was initially expected to adopt the ID.1 badge, but it looks like Volkswagen has had a change of heart and will go for the ID.Up name instead. According to Electrifying, Volkswagen brand boss Thomas Schäfer has confirmed that the production version of the ID. Every1 concept “will not be called the VW ID.1 or VW ID. Every1.”

While he stopped short of confirming the car’s actual name, he would neither confirm nor deny when Electrifying suggested that it might be called the VW ID. Up. Naming the electric city car like this would be consistent with Volkswagen’s recent electric models that received names derived from established ICE models, such as the ID. Polo and ID. Tiguan. The ID. Up name would also establish it as a successor to the e-Up! electric city car.

ID. Up to Bridge the Gap Between the Old e-Up! and New ID. Polo

Schäfer recently said the ID. Every1 coming next year is “the last piece of the puzzle” as the automaker will then offer broad model lineup in the volume segment.

The new ID. Up will help Volkswagen fend off fierce competition from Chinese automakers, which have taken the European market by storm, achieving almost 15% market share in September. It will also enable VW to compete with electric city cars like the Renault Twingo, the new Dacia Spring, and the new BYD Dolphin Surf.

At 153 inches (3,880 mm) long, the ID. Up will bridge the gap between the former e-Up! (142 in) and the new ID. Polo (160 in). Despite its tiny footprint, Volkswagen said the ID. Up would offer space for four passengers and 10.8 cubic feet (305 liters) of cargo space.

A 37-kWh LFP Battery and Rivian Infotainment Software

While the automaker has not revealed any battery details yet, the ID. Up is expected to use the same 37-kilowatt-hour LFP pack as the base ID. Polo and ID. Cross. In the ID. Polo, this battery enables a driving range of up to 207 miles (334 km). For the ID. Up, VW has promised at least 155 miles (250 km) of range and a new 70 kW (94 hp) electric motor expected to enable a top speed of 80 mph (130 km/h).

The new ID. Up will also be the first Volkswagen to feature Rivian software. Schäfer told Electrifying that the infotainment system’s functionality “has been developed with the consumer, to find out what they like, what they need in life, and from that it’s translated into functions. It starts with the customer, and so it makes the whole system easier to use.”

The system is said to have a simplified setup that uses fewer ECUs and less wiring to achieve the same job, saving money and weight while also allowing for better over-the-air software updates.

The new ID. Up will be built in Portugal, at the Palmela plant near Setubal. The site, which is also known as Autoeuropa, currently builds the T-Roc crossover. As with the ID. Polo and ID. Cross, the ID. Up won’t make it to the United States either.

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.

HRC Wheels, Exhausts, and More Coming to Honda Products

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

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

More to Come From Honda and HRC

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

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While the 1 Series hatchback has never been offered in the U.S., as it was only offered as a coupe across the Atlantic, it’s a car that’s been a hit for BMW in Europe for over 20 years. In some countries, it’s even the German automaker’s best-selling model, and understandably so. It’s much cheaper than a 3 Series and serves as an entry point into getting a BMW into one’s driveway.

The first two generations were fun little cars, mainly because those were still rear-wheel drive. However, in the company’s own research, a vast majority of owners didn’t really care, or even know, that the car was rear-wheel drive. To boost practicality and interior space, the third-gen shifted to a Mini-based front-drive chassis. While it’s sad it lost its tail-out capabilities, the added room helped further boost sales and made the car even more relevant. At least the 2 Series retained its rear-drive layout.

Nonetheless, the 1 Series serves an important role in the BMW lineup, even as the X1 has consistently outsold it in several markets.

Before the 1 Series

That said, the 1 Series isn’t BMW’s first mass-market hatchback. That title belongs to the 3 Series Compact, specifically the E36/5. Introduced in March 1994, it was intended to do exactly what the 1 Series would 10 years later: offer a more attractive and affordable entry into the brand.

Two generations of the 3 Series Compact were made, but only the first-generation made it stateside. And while the first one looked like an E36 coupe with its tail chopped off, it used a good chunk of E30 parts to keep prices down. It was successful enough to merit a second generation, although the E46/5 didn’t make it to the U.S. because its predecessor didn’t meet sales expectations.

In two generations, the 3 Series Compact was only available as a two-door. However, that didn’t stop BMW from toying with a more practical four-door version. Tucked away for decades was a prototype that, ultimately, didn’t get the board’s approval.

The Four-Door Compact

BMW Classic recently let Retro Garage Official take a look at a unique, one-off car. For the first time ever, the four-door E36/5 3 Series Compact made its public debut, showing BMW’s initial attempt to gain more share in the so-called Golf class.

Instead of just slapping on rear doors on the Compact, this one is based on the 3 Series sedan. But, like the two-door, this one has a big chunk of its rear chopped off, and there’s a tailgate instead of a trunk lid. The prototype is based on a 316i that, apparently, used to be Boston Green but has since been repainted to Hellrot (Bright Red).

The car itself is a bit of a mishmash of parts. Apart from the tailgate straight from a Compact, the dash is also from the smaller version. The doors were, quite clearly, from the sedan, and it has wind-up windows on all four corners. Oddly enough, they kept the power-window switches, along with the seat-heater button. It wasn’t fancy or any of that, but it’s a functioning car.

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Not Approved?

Obviously, the car never made it to production, but why? No exact reason was given, but cost may be the likeliest factor here. It might have been priced too close to the sedan, making the idea of a more attainable entry-level model moot.

Also, the E36 3 Series didn’t have the most generous trunk space, and while the rear seats could’ve been folded down, cargo capacity might have been microscopic with all seats up. Developing it would’ve cost BMW even more, as the structure would’ve needed more reinforcement than a two-door compact. BMW might as well build an entirely new car rather than work with the E36 platform to try and make it work.

But while BMW didn’t approve the four-door 3 Series Compact, it still liked the idea. You can think of it as the precursor to the 1 Series, and to some extent, even the 2 Series. It opened the possibility of BMW offering something smaller than a 3 Series, and it’s been a success for the brand ever since.

The Prop Department on YouTube just won’t stop with the crazy builds. From the guys who brought you the thinnest car in the world, they’ve now built the widest street-legal car in the world from a Ford Festiva.

They took apart three Ford Festivas and put them back together to make this monstrosity, and it’s unbelievable how they built it. Using a combination of hand tools, CNC machines, and 3D Printers, the Prop Department extended the Festiva from 63 inches to 120 inches.

What’s even crazier is that this car is registered with the DMV and totally legal to drive. While the Prop Department was testing the vehicle, the boys in blue stopped them, but they produced documents and drove away.

Putting Things Into Perspective

As mentioned, the first-generation Festiva comes in at about 63 inches in width. It’s a small car, so this car is essentially about twice the width. This thing is over a third wider than a Ford F-150 and about 14 inches wider than a Ford F-450 (with mirrors).

At 120 inches wide, it essentially bumps up against the limit of what can be legally driven down the road. The maximum is set at 8.6 feet wide, but special permits allow the 10-footer to go down the road. Any wider, and the Prop Department would need a pilot car and pre-approved routes in order to get around.

Now, as you can imagine, it’s a hard car to drive, not only because it’s probably hard to drive, but also because it takes two people to actually steer the car. Even more impressive is that they took it out on the highway and even on a stint off-road. Oh, and to combat the struggling air conditioning, don’t worry, it has 14 extra-large cup holders.

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Lasers, 3D Printing, and Welding

To make this project happen, some pretty serious technology was employed. First, we used lasers to line up the car’s center line and cut it in half. Next, they welded and fabricated other sheet metal pieces to build the car’s structure.

However, the most impressive, and you could say important, part of this project is the details. You can extend the width of a car, but making it convincing is another story. That’s where the 3D-printed dashboard, grille, and panels come in. These details come together and make the car look like it actually was intentionally wide to begin with. Going back to lasers, I find it neat that they used a laser welder instead of the standard gas jobs.

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Hatchbacks are pretty much the norm in Europe, but they don’t get much love in the U.S. That’s a shame, since these space-efficient cars can do far more than their dimensions suggest. There are fewer than ten hatchback models available in the U.S. market, none of which are subcompact. Ironically, only one European marque sells hatchbacks stateside: Volkswagen, with the Golf GTI and Golf R.

The subcompact crossover has taken over the small hatch role in the U.S., and more people would rather buy something with extra ground clearance for various reasons. That brings us neatly to Audi, a brand that hasn’t sold a hatch in meaningful numbers in North America for over a decade. The A3 sedan was made for a reason, and even then, the Q3 is the modern-day alternative in America.

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The Clever Hatch America Can’t Get

The Audi A2 was a clever and innovative hatchback that first came out over 20 years ago. Unfortunately, it was too clever for its own good, and it cost too much for its size. It never made it to the U.S. and was eventually succeeded by the more conventional A1, which also wasn’t sold across the Atlantic.

Now, the A2 is back as the A2 e-Tron, and it’s proudly on display at the Paris Motor Show. We’ve covered its specs before, and the car stays true to the original: electric power and all. As a car that aims to showcase Audi’s innovations in a smaller package, it does the name justice.

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Is it Really that Small?

It depends on how one defines small, of course. In terms of dimensions, it’s 170.1 inches long, 70.4 inches wide, 61 inches tall, and rides on a 109.1-inch wheelbase. For reference, it’s comparable to a Volkswagen Golf, which measures 168.9 inches long, 70.4 inches wide, 57.7 inches tall, and has a 103.6-inch wheelbase.

Yes, it’s a compact hatch, but not as small as, say, a Honda Fit or Toyota Yaris. Its styling makes it look more pint-sized than the numbers suggest, thanks to its short hood and generous greenhouse. The Kammback tail, a nod to the original A2, further emphasizes its compact look, and so do the large wheels.

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Impressive Packaging

Audi wanted to maximize interior volume in a compact package, and the MEB platform helped a lot. You can see the low, flat floor, while the stretched wheelbase ensures little to no wheel-arch intrusion. But don’t assume this is merely a repurposed ID. 3 Neo, the A2 e-Tron has unique touches that set it apart from its Volkswagen counterpart.

The dash is pushed as far back as possible, leaving room for a small parcel shelf on the passenger side. We’re relieved to see buttons inside, and fingers crossed, we hope to see it on more Audi products soon. Audi also applied pretty neat solutions throughout the rest of the cabin. It has something called a Fidlock system, which lets you rearrange the cupholders and other accessories.

If you’re curious about practicality, Audi says there’s about 14 cu-ft of cargo space in typically conservative VDA measurements, and up to 47.2 cu-ft with the rear seats folded down. The frunk isn’t the biggest, but it should still come in handy with 0.5 cu-ft.

The Specs

You can choose from three battery sizes and four motor tunes. And while this is an Audi, a Quattro all-wheel-drive version isn’t available, possibly for now. Instead, it sends power to the rear wheels, so it could still be fun to drive.

Battery options include 50 kWh, 58 kWh, and 79 kWh. The 50 kWh version puts out 168 hp, while the 58 kWh produces 187 hp. The 79 kWh batteries have two outputs: 228 hp and 322 hp.

It’s unlikely to ever reach the U.S., though it has strong potential in the European market. Prices start at about $44,000 in its home market, which isn’t too bad considering car prices there are much higher than in the U.S.

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The year 2026 is big for the Toyota Corolla. That’s because it turns 60 and is one of the few nameplates that have lasted for decades. In the Toyota lineup, only the Land Cruiser and Crown have been around longer, having been released in 1951 and 1955, respectively. The Corolla arrived in 1966, and it was the right car at the right time for both Toyota and the Japanese car industry.

The thing is, it could’ve all ended even before its 40th birthday. There was a time when the Corolla’s relevance was put into question, which seems unimaginable now or, well, ever. A world without the Corolla just sounds rather strange.

The Background

So what led Toyota to nearly ax one of its most beloved nameplates? It’s not that the company was struggling, but rather, Japan was reeling from the effects of the economic bubble burst. It was catastrophic for the Japanese economy, and the automotive industry wasn’t spared. At the same time, the Asian Economic Crisis compounded one challenge after another.

While the Corolla name was doing well abroad, things were a little different in Japan. More consumers were starting to favor minivans and MPVs, and SUVs were already picking up pace. Perhaps ironically, Toyota’s extensive range of family haulers in the late ’90s threatened the car’s existence and relevance. The company was just about ready to retire the name, and it was a tough time in Toyota Corolla history. However, one chief engineer fought for the nameplate’s survival, and is the very reason the ninth-generation Corolla (2000 to 2007) existed to continue its legacy.

Enter, Takeshi Yoshida

We can best describe Takeshi Yoshida as the Corolla’s savior. He started his career at Toyota in 1974, worked his way up, and eventually became product planner for the model in 1984. He then became chief engineer for the Soluna in 1992, a sedan based on the Tercel and sold in select Southeast Asian markets. He then returned to Japan in 1997 and was appointed chief engineer of the ninth-gen Corolla.

During the Corolla’s 50th anniversary celebrations a decade ago, he shared insights into Toyota’s mood at the time. “I was in charge of developing the ninth-generation Corolla after Japan’s asset-inflated bubble burst in the 1990s. It was a time when our notions about accessible cars and luxury were getting turned on their head. We even questioned the Corolla’s staying power, and debated the possibility of changing the car’s name. Meanwhile, Toyota was ramping up overseas production, and it was time for the Corolla team, which had been focused on the Japan market until then, to turn our focus abroad as well.”

For Yoshida, the same old formula that Toyota had stuck with for the Corolla wasn’t going to cut it anymore. It needed a new approach, while keeping the values that made a Corolla a Corolla. In an interview with Toyota UK Magazine, he said, “I constantly heard about how the Corolla was a can’t fail vehicle for Toyota. However, I believed that if a manufacturer is overly concerned about failure and ultimately places priority on cost and ease of production, it will end up making a product that is convenient for themselves.” That meant the ninth-gen model wasn’t just going to be a clean-sheet design; it was to be a totally new approach in developing the Toyota Corolla for the 2000s.

From Scratch

The Corolla has always been a world car, but it was primarily catered to the home market. Yoshida said the ninth-gen model needed an even more worldwide approach, which is why it incorporated more input from abroad. “We vowed to set aside any foolish pride or vanity and to do everything we could to carry out that mission,” said the chief engineer.

To do that, Yoshida tore down the walls that kept departments working in isolation and promoted more open cooperation among teams. They then held weekly meetings to discuss challenges and hurdles that needed to be addressed, followed by a plan for what needed to be done to reach the next goal. Mind you, this was quite literally a worldwide effort, long before the days of video conferencing as we know them today.

Also, the car had to be developed while keeping costs down. Remember, the late ’90s weren’t such a good time for the Japanese economy, so every yen, dollar, and other currencies needed to be spent wisely. Thankfully, a new platform had just launched to help curb those costs. It was the MC platform, and the car that first used it was an unsung hero. The Toyota Vista is a model that’s not very well known outside Japan, but the sedan that slotted between compact and midsize was key to building the car’s foundations.

The Final Product

Years of hard work and development culminated in the year 2000 with the launch of the ninth-gen Corolla in Japan. Available as a sedan, hatchback, or wagon, it was a leap compared to its predecessor. Bigger, more space-efficient, and richer-feeling, it felt more like a baby Camry than an enlarged Corolla. Reception towards it was positive, and it was a refreshing take on the nameplate at the time. For those who came from an eighth-gen, it was a whole new world.

Two versions of this car were made, but the basic underpinnings were the same. One was for Europe and Japan, with the latter being ever so slightly smaller, and another for the rest of the world that was a little longer and wider, with a different front and rear end. The latter became available in 2001 and was also known as the Corolla Altis. As a side note, Brad Pitt appeared in commercials for it, and he also appeared on ad materials and even brochures.

America had to wait until 2002 for it to reach showrooms, but that didn’t hamper the car’s success. The bold redesign paid off for Toyota, as it would frequently sell over 300,000 of these throughout its production run. For comparison, the previous model didn’t break 300,000 annual unit sales in America. It did well in Europe, too, although the minivan and hatchback market in Japan gained even more momentum, so the ninth-gen didn’t exactly surpass its predecessor in its home market. Still, cumulative global sales were much higher than before, and they more than justified the Corolla’s existence and relevance worldwide. It also shows the amount of effort it takes to build a true world car – a very reliable world car, at that.

Crossroads, Again

It’s been over 25 years since the generation that saved the nameplate first came out, and the Corolla finds itself at a crossroads yet again. Crossovers and SUVs have become the new normal vehicles, while sedans and hatchbacks have been relegated to the sidelines. Of course, the Corolla is still doing well, but it’s fighting for relevance once more.

This time around, Toyota has adapted by adding the Corolla Cross. While it’s not outselling the regular model as a whole, it does show the brand’s willingness to evolve the model and an awareness that the name has to move with the times. The next-gen Corolla is just around the corner, and it’s expected to have a radical redesign. If anything, we’re probably witnessing the 2000s Toyota Corolla being recreated.

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The Honda Civic remains a key model for the brand in the US, and sales are up compared to last year. In September 2026, American Honda sold 17,724 Civics, which is 8.4% more than the 16,349 sold in September 2025. So far this year, Civic sales have reached 195,135, up 5.4% from last year.

For 2027, the Civic gets a new trim and borrows a feature from the Prelude for its hybrid lineup. There’s a small $300 price bump across the board, but the new Sport-L trim gives buyers a fresh choice if they’re stuck between the regular Sport and the hybrid.

Of note, these prices don’t include the mandatory destination and handling fees, which stay at $1,295 for the 2027 model year.

What’s New for 2027?

The biggest addition is the Civic Sport-L, which slots between the Sport and Sport Hybrid trims. It uses a 2.0-liter engine paired with a continuously variable transmission (CVT), giving buyers a way to get more comfort and convenience without moving to a hybrid.

Sport-L brings leather seats, heated and power-adjustable front chairs, dual-zone climate, a seatback pocket for your passenger, illuminated vanity mirrors, and some shiny silver trim. Most of these goodies were only for hybrids or the top Sport Touring Hybrid before.

Both body styles retain their hybrid options, which offer combined EPA ratings of 49 mpg for the sedan and 47 mpg for the hatchback.

Honda has also kept the Civic’s standard safety package intact. Every 2027 model comes with Honda Sensing, including collision mitigation braking with pedestrian detection, adaptive cruise control, lane-keeping assist, forward collision warning, and road departure mitigation. Sport models also include blind-spot information with rear cross-traffic alert.

Civic Gets S+ Shift, Though It’s a Little Different From the Prelude’s

The other big news: Honda’s S+ Shift is now in the Civic Sport Touring Hybrid. This system, which debuted on the 2026 Prelude, fakes a performance transmission to make your hybrid drive feel a lot more fun.

You get virtual rev-matched downshifts, pretend gear holding, and pumped-up engine sounds. Instead of just quietly doing its hybrid thing, S+ Shift gives you more drama behind the wheel.

Based on our first-hand experience, the Civic’s S+ Shift isn’t quite the same as the Prelude’s. Both use the same idea, but in the Civic, S+ Shift doesn’t mess with the suspension. The Prelude’s version works with the chassis for a more aggressive feel.

Arriving by the End of the Year

The 2027 Civic Sedan and Hatchback are starting to show up at dealerships across the US. If you’re eyeing the new Sport-L, you’ll have to hang tight – Honda says it’ll land by the end of 2026.

The Civic is still Honda’s gateway car, and the company points out its average new-car price is actually lower than what most people pay for a used car elsewhere. Hybrids now make up over 30% of Civic sales this year, showing just how much buyers care about fuel economy these days.

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That is why some of the industry’s top selling vehicles are cars and crossovers that critics have decried as boring to drive (and sometimes boring to look at). They may not have mad horspeower, dramatic exhaust notes, exotic styling, or massive screens, but in the real world, these five 2026 models have figured out how to give mainstream buyers exactly what they want—and, in the process, outsell or significantly pressure their direct rivals.

Toyota Corolla

The Toyota Corolla is moderately stylish, as solid as the day is long, but largely underwhelming behind the wheel. It is a compact commuter that prioritizes affordability, efficiency (especially in hybrid guise), user-friendliness, and Toyota’s virtually untouchable reputation for dependability. There’s not much that can be done about the driving characteristics when it comes to the price point.

For 2026, the Corolla starts at $22,725, remains Toyota’s least-expensive new vehicle, and undercuts the entry-level Honda Civic by nearly $2,000. Toyota has also added standard equipment that improves the value proposition, including blind-spot monitoring and rear cross-traffic alert—features absent from the base Civic cited in a recent comparison.

The Corolla recorded 131,403 U.S. sales in the first half of 2026, up 10 percent year over year. That put it just behind the Honda Civic’s 132,440 units—a near dead heat in one of the industry’s longest-lasting rivalries. It continues to be an impressive seller in a world of crossovers, but it won’t light your hair on fire in the driving engagement department.

Subaru Forester

The Subaru Forester is crazy popular. In fact, it’s carrying the brand right now in terms of sales volume. The Forester and Forester Hybrid have dialed up the exterior styling, especially in festooned Wilderness trim, but the experience in the saddle is somnambulistic compared to competitors like the Mazda CX-5. Its tall, squared-off shape is not exactly stunning, but the cabin delivers a major advantage: excellent visibility, easy entry and exit, a roomy cabin, and useful cargo capacity.

Another key draw is the model’s standard Symmetrical All-Wheel Drive. While a Honda CR-V, Toyota RAV4, or Kia Sportage can be ordered with AWD, shoppers typically need to spend more to get it. Subaru makes it standard across the Forester range, which simplifies the buying decision for drivers in snowy regions such as Chicago—or anyone who regularly deals with rain, dirt roads, trailheads, or poorly plowed side streets.

The Forester also has gobs of space. With the rear seats folded, it offers 76.1 cubic feet of cargo capacity, beating out the Honda CR-V’s 75.8 cubic feet, while its 8.7 inches of ground clearance lead the comparisons cited against the RAV4 and CR-V. It is not a rock crawler, but it gives buyers more usable confidence than most compact crossovers that merely wear rugged-looking body cladding. Don’t ask it to accelerate quickly or take hot corners because that’s better left to its BRZ stablemate.

Subaru Crosstrek

Yes, another Subie is on this list. This time, it’s the Forester’s baby brother. If the Forester is the sensible family workhorse, the Subaru Crosstrek is the sensible small crossover for people who want a little more freedom than a compact sedan provides. It has the same stuff that has powered much of Subaru’s recent success: standard all-wheel drive, more space than the exterior indicates, and some of the best reliability in the industry.

The 2026 Crosstrek starts at $26,995 and includes a 180-horsepower 2.5-liter engine, standard Symmetrical AWD, and up to 9.3 inches of ground clearance. The hybrid trim starts at $33,995 and offers the same AWD along with a 2.5-liter 4-cylinder Atkinson-cycle Boxer engine with dual electric motors good for a combined 194 horses. It’s not scintillating to drive, but that’s not in the Crosstrek’s wheelhouse. It’s compact ruggedness defined, and buyers clearly love it because August 2026 reflected the Crosstrek’s biggest numbers this year, selling 19,541 units.

While it’s nowhere near the hauler the Forester is, the Crosstrek offers 19.9 cubic feet of cargo space behind the rear seats and up to 54.7 cubic feet with the 60/40-split rear seats folded flat. It’s more than sufficient for small families and their daily duties. The Forester gives owners traction, clearance (8.7 inches, 9.3 for the Wilderness trim), and utility.

Hyundai Elantra

The Hyundai Elantra is about to get a new generation, but the current model is still proof that a car does not need to be thrilling in the traditional sense to be attractive to car buyers. Its sharp, angular styling is more daring than most sedans, but its appeal comes in the form of a modern cabin, a strong standard feature set, fuel-efficient powertrains, and an expansive lineup that lets buyers choose between basic transportation and sportier flavor. Two engines are available, a 2.0-liter four with 147 horsepower (0-60 mph in 8.4 seconds) and an upgraded turbo four with 201 horsepower (0-60 in 7.0 seconds). The hybrid variant is even slower with 139 horses and an 8.7-sec 0-60 sprint.

In gas or hybrid trims, it’s less than great to drive when it comes to dynamics. Steering is devoid of feedback, and there’s noticeable body roll. The 2026 Elantra will hand over its keys to an edgier 2027 model, but it’s still selling remarkably well in a crossover-heavy market. Even if you step inside the current Elantra, you’ll find that nothing looks or feels outdated. A modern layout, big twin screens, and excellent physical controls remind buyers that Hyundai cares about comfort and user-friendliness.

The Elantra’s is a modestly priced car that feels less than modest inside. The Elantra delivers what buyers want. It’s stylish without crushing your wallet. Just don’t expect it to get your driving enthusiast blood pumping.

Kia K4

The Kia K4 is the most exciting looking vehicle in this set. Its modern lines and envelope-pushing fascias don’t look conventional or boring, but it lacks the verve of compact sedans like the Honda Civic and the Mazda3. While it may reinvent the affordable sedan look, the K4 focuses on delivering the essential goods mainstream customers want: a spacious interior, modern screen and software technology, and a broad lineup that goes from basic to edgy.

Under the hood is a 2.0-liter 4-cylinder naturally-aspirated engine good for 147 horsepower and 132 lb-ft of torque. It’s mated to a CVT, so it errs on the side of efficiency instead of increasing your pulse rate when you drive it. Acceleration and handling aren’t thrilling, but the ride is smooth and compliant. You could say that the driving experience doesn’t match its edgy looks, and you’d be right.

The K4 also benefits from the reality that not every shopper wants an SUV. Some drivers still prefer a conventional trunk, lower ride height, better road manners, and a more efficient package. A well-executed sedan can also deliver more passenger room than its exterior footprint suggests, which matters in crowded cities and tight parking garages. The K4 Hatchback looks different and offers most of the same powertrain and interior bits as its sedan brother.

Sales of the K4 are strong, reaching nearly 100k units so far this year. That’s pretty impressive for a car that recently debuted, especially when it has to go up against juggernauts like the Civic and the Corolla.

The Honda Civic and Toyota Corolla have been duking it out for decades, and the fight is still alive and well in the US. Both are go-to choices for anyone after practical, wallet-friendly rides with names everyone knows. For the first half of 2026, the Civic edged out the Corolla with 132,440 sales to 131,403.

That’s a relatively narrow gap, with the Civic ahead by 1,037 units. In terms of five-year depreciation, however, the story is a little different.

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The Depreciation Numbers

The latest iSeeCars study puts the Honda Civic ahead on five-year depreciation. The Civic loses an average of 22.9% of its value after five years, compared with 27.6% for the Toyota Corolla. In dollar terms, the average difference from MSRP is $5,828 for the Civic and $6,328 for the Corolla.

That puts the Civic 4.7 percentage points ahead of the Corolla in depreciation, even though Toyota has 10 vehicles among the study’s top 25 for retained value. The Civic itself ranks sixth overall on that list.

Of note, the study includes no separate numbers for the Civic Hybrid, and for good reason. The electrified Civic was only introduced in the US in 2023, and the study covers five-year-old cars sold from March 2025 to February 2026. Curiously enough, the Corolla Hybrid actually loses value faster – 30.1% depreciation compared to 27.6% for the regular Corolla.

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Looking Great for the Civic

While the iSeeCars study doesn’t identify a specific reason for the gap between these two models, the Civic’s strong position is consistent with its broader performance in the study.

As mentioned, the Civic ranks sixth among all 25 vehicles with the lowest five-year depreciation, with an average value loss of $5,828 from its inflation-adjusted MSRP. That puts it comfortably below the overall industry average depreciation of 41.8%.

The study also notes that the top 25 vehicles for retained value are dominated by sports cars and small SUVs, with a handful of trucks and compact cars making the list. The Civic is one of those compact cars, sitting alongside models such as the Toyota Corolla, Subaru Impreza, and Honda Accord.

The Methodology

According to its press release, iSeeCars analyzed more than 950,000 five-year-old used vehicles sold between March 2025 and February 2026. The analysis excluded heavy-duty trucks and vans, discontinued models, and low-volume vehicles.

The company then adjusted original MSRPs for inflation to 2026 dollars using data from the US Bureau of Labor Statistics. The study calculated depreciation by comparing those adjusted MSRPs with average used-car asking prices.

The Civic Type R might be history in some corners of the globe, but here in the US, the FL5 is still kicking – and Honda isn’t letting it coast. For 2027, the hot hatch gets a laundry list of updates, making it even sharper on the road and a bit friendlier for your daily grind.

But before you break out the confetti, let’s talk numbers. The Type R’s price jumps by $1,300 for 2027, with a new starting MSRP of $48,695. Factor in destination, and you’re looking at a $49,990 sticker.

That’s about a 2.7% hike over last year’s car. In exchange, Honda has thrown in updates everywhere – from the front end and suspension to the seats, infotainment, and safety tech.

More Aggressive Outside, Nicer Inside

Announced earlier this year, the changes are impossible to miss. Honda has given the fascia a bigger grille and a chunkier front splitter. These tweaks aren’t just for show – Honda claims the new airflow cuts turbulence, keeps the engine cooler, and adds real downforce when you’re pushing hard.

There is also a new Meteorite Gray Metallic exterior color, joining Boost Blue Pearl, Sonic Gray Pearl, and Championship White.

Inside, things get a touch fancier. The signature red sport seats now have a new perforation pattern and, finally, three-stage heating. Ultrasuede wraps the upper dash and front doors, while the shift knob, console, and door handles get a stealthier dark gray finish. There’s even a standard auto-dimming rearview mirror now.

The Performance Changes Are More Subtle

Don’t expect more power, though. The turbocharged K20C still pumps out 315 horsepower, keeping the Type R at the top of Honda’s US performance heap. The engine is still built at Honda’s Anna Engine Plant in Ohio.

Instead, Honda zeroed in on how that power hits the pavement. The +R mode suspension gets new tuning to help the car hug the road, cut down on bounce and harshness, and stay planted through corners.

The Rev Match system is now quicker on downshifts, and a new yoke spring in the brake pedal cuts out slack for a firmer, more direct feel. These tweaks might seem minor, but they hit right where it counts for anyone who actually drives their car hard.

More Tech, Same Manual Formula

Tech fans, rejoice: the 2027 Type R gets a serious digital boost. Google built-in, Gemini, Maps, Play, and Alexa are all standard now, plus you get two USB-C ports. Honda Sensing gets an upgrade too, and Post-Collision Braking finally makes the cut as standard kit.

Honda says the 2027 Civic Type R hits US dealerships this month. It also marks 30 years of the Type R badge worldwide and a decade of the hot hatch in North America – a milestone worth celebrating.

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The new Bolt isn’t revolutionary, but it is markedly better than the model that ended its life after the 2023 model year. It’s been tweaked inside and out, and its 262-mile range is quite impressive given the sub-$30k price tag. I drove the pricier top trim RS for a week, and it brought a smile to my face in most aspects. There were, however, a handful of things that annoyed me.

The Lack of Regen Braking Paddles

Regenerative braking is a great feature on EVs and hybrids. It’s an energy-recovery system that captures some of the energy normally lost as heat when the brakes are applied. The electric motor acts as a generator driven by the vehicle’s forward momentum. The system produces electricity, which is sent back to the battery to use later. It improves efficiency and reduces wear. Some cars have paddle controls to adjust the aggressiveness of the system. The Bolt used to have them but no more.

The system can improve overall efficiency and, because it reduces reliance on conventional friction brakes in many situations, may also help limit brake-pad wear. The original Bolt used a steering-wheel paddle to provide stronger regen braking because its earlier brake system wasn’t able to fully prioritize regen through the brake pedal alone. The 2027 Bolt has a more advanced blended-braking system that can maximize energy recovery through the pedal before applying the conventional friction brakes, eliminating the need for a separate regen on demand paddle. Now, adjustments have to be made on-screen, making the level change harder to access. I realize the new system is more efficient, but I appreciated the paddles to make quick adjustments.

The Hard Plastics

There’s no avoiding some material cheapness in a sub-$30k vehicle. It’s expected that when prices need to be kept down, some areas of the cabin will invariably suffer. In the Bolt, it’s primarily the door panels, center console, and the dashboard. They’re not just hard to the touch but also visually cheap. The contrast between them and the high quality seats, technology screens, and the great switchgear is stark. I wouldn’t complain so much, but other automakers like Hyundai and Kia do lesser plastics better.

The black plastic on the door panels are some of the cheapest I’ve come across. It’s thin, hollow-sounding when tapped on, and grainy. That continues on the center console sides, which sport the same stuff. It’s prevalent on the sides of the lower binnacle and on the armrest sides. The top of the dashboard is also cheap but not quite as bad as the doors and dash.

The Overstyled Rear Quarters

I would characterize the Bolt’s styling as tidy. It’s a compact package that’s generally well-executed. Its front end styling is attractive and especially sporty in RS trim. The black wheels and details all over the Bolt RS’s exterior make it look pricier than it is. That said, I’m not a big fan of the rear quarter, especially the top half. The Bolt has a floating roof that joins with the C-pillar. There’s a big uptick just below the back half of the rear window, and the window frame continues to the roof spoiler.

It’s not the floating roof effect I don’t like. It’s the use of so many creases in one place. I count at least half a dozen in a very small area. Most of them converge to a single point and contribute to a rear section that’s overly busy. On a larger vehicle, this might not look as strange, but the subcompact Bolt doesn’t wear it very well. Pair that with a complex taillight shape, and things look overdone.

The Steering Column-Mounted Shift Lever

The Bolt isn’t the only car that has this type of shifter. Mercedes does it, and so does Hyundai. That said, this is one of the worst versions I’ve used. The stalk is small, plasticky, and isn’t worthy to be one of the most important controls in a vehicle. It’s not even a special color to set it apart from the wiper stalk/turn signal stalk on the left side.

Functionally, it works fine once you get used to it. It just doesn’t look or feel substantial. Hyundai’s version is large, rectangular and uses a twist motion to operate. The Bolt’s has to be pulled forward and down to shift into drive or forward and up for reverse. It’s not a great shifter, and I found myself lamenting its existence.

Final Thoughts

The 2027 Chevy Bolt RS is a truly worthy entry-level EV. It’s got the range, the comfort, and tech to please most drivers. There are, however, some low points that can be annoyances rather than deal breakers. Some of these shortcomings are expected at this price, while others are design issues. Nevertheless, the Bolt is worth more than its very affordable sticker price.

And yet, as the highway opened up, the A-Spec mostly made me miss the Integra Type S—a feeling I found rather curious, since driving the Dodge Charger Scat Pack at the very same event made me feel as though its less expensive and less potent sibling, the R/T, was a perfectly adequate, money-saving substitute. The A-Spec with Technology Package is a friendlier, more economical, and arguably more complete daily driver than the Type S, which is substantially more expensive, thirstier, and less accommodating. But the Type S is still the one I would buy in a heartbeat.

Same Family, Different Priorities

I drove the A-Spec for roughly 30 minutes during the same speed-dating-style event rotation as the other cars at Drive Revolution. By then, however, I had recently spent a full week and about 500 kilometers with the Type S around Vancouver, British Columbia, on the Sea-to-Sky Highway, and along Squamish Valley Road—a particular local favorite of mine. The Type S was still fresh in my memory—which might have made the contrast unusually apparent, but the same can also be said of the Dodge Charger duo. Both cars preserve the fundamentals that make the Integra special. They are front-wheel-drive liftbacks with six-speed manual transmissions, limited-slip differentials, adaptive dampers, and plenty of space for daily transportation. Both feel light on their feet, communicate clearly, and remind you that an engaging car doesn’t require rear-wheel drive or absurd power to be excellent.

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The scale of the mechanical difference is quite substantial, though, especially given the car’s relatively low weight. The A-Spec’s turbocharged 1.5-liter four-cylinder produces 200 horsepower and 192 pound-feet of torque. The Type S gets a 2.0-liter turbo four with 320 hp and 310 lb-ft, plus a dual-axis front suspension, larger brakes, a wider track, much more tire, and a louder active exhaust. The A-Spec with Technology Package starts at $39,200. My Performance Red Pearl test car carried an $800 paint charge and a $1,195 destination fee for a $41,195 total. The Type S starts at $53,900 before destination. However you normalize the additional charges, this is a five-figure decision—no small upgrade.

The A-Spec Earned Its Award

Two hundred horsepower sounds modest in 2026, but the A-Spec is still plenty quick. Its 1.5-liter engine is responsive enough to make on-ramps enjoyable and yet flexible enough to suit commuting, errands, and long highway drives. More importantly, it feels multidimensional—more so than the Type S. You can work the engine and gearbox in Sport mode when the road gets interesting, and Comfort mode quiets things down immensely for calmer daily cruising. The six-speed also retains the fundamental precision I loved in the Type S. Its throws are clean, its gates well defined, and its clutch easy to use. Still, the gearbox feels more naturally matched to the Type S’s powertrain. In that car, every shift becomes part of a symbiotic rhythm shared among the engine, exhaust, front axle, and driver. In the A-Spec, shifting is an enjoyable way to operate a very good daily powertrain. Its chassis follows a similar pattern—the steering carries the same underlying accuracy, but the A-Spec is not as tight or immediate. There is more body roll, and its responses are less intense, but that extra movement is a large part of what makes it ride so well.

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The Type S rides superbly for something so sporty, but the A-Spec simply rides superbly. It blends body control and compliance without requiring that added qualifier, absorbing imperfect pavement while still retaining enough composure to make more spirited drives worthwhile. Its narrower body is easier to place, the cabin is quieter, and it keeps the moonroof that Acura deletes from the Type S in the name of rigidity and weight savings. Fuel economy strengthens the A-Spec’s more sensible appeal: the manual A-Spec is rated at 26 mpg in the city, 36 on the highway, and 30 combined, whereas the Type S manages just 21/28/24 mpg. Add the A-Spec’s lower tire, brake, and likely insurance costs, and the fiscal separation extends well beyond the showroom floor.

The Type S Creates A Sense Of Occasion

None of that changes what happened when I accelerated away from the cloverleaf. The A-Spec was doing everything well, but I remembered how the Type S pulled itself toward an apex under power, how its 2.0-liter engine charged toward 7,000 rpm and how the triple exhaust erupted in pops and crackles when I lifted in Sport+. The A-Spec is one of the most engaging new cars you can buy, but the Type S may be the single most engaging one of all. Its upgrades don’t feel like a collection of impressive numbers and parts merely pasted onto the same car. The extra power suits the chassis, the tighter body control suits the steering, and the wider front end, large Brembo brakes, and serious tires give the six-speed a powertrain worthy of its exceptional shift action. The entire package feels naturally calibrated around one purpose, while remaining comfortable and useful enough to drive every day.

The distinction continues inside. The A-Spec with Technology Package is hardly sparse: it includes heated microsuede-trimmed seats, a head-up display, wireless phone integration, and that excellent 16-speaker ELS Studio 3D audio system. As a consumer product, it gives up remarkably little. As a driving tool and, admittedly, something of a toy, it gives up more, and the red upholstery in my Type S and its more focused environment made it feel special before I even pressed the start button. The Type S doesn’t merely perform better; its cabin, widened bodywork, and triple exhaust continually remind you why you paid more for it.

Is The Integra Type S Worth The Upgrade?

For most buyers, the A-Spec with Technology Package is the smarter Integra. It preserves the manual transmission, precise controls, practical liftback, and fundamental playfulness while riding better, consuming less fuel, and costing substantially less. It was an entirely deserving award winner, and I stand by both of my votes. But “smarter” and “more desirable” aren’t synonyms.

The A-Spec feels like a purposeful, appropriate compromise. Ordinarily, that would be the end of the story, but after living with the Type S, I knew exactly what had been compromised: the engine’s urgency, the front axle’s astonishing focus, the exhaust’s character, and the sense that you’re driving something truly special. So, yes, the Type S is worth the upgrade—if those qualities are what made you want an Integra in the first place. It’s not five figures better as fun, premium transportation, but it is a markedly better experience for those who are addicted to the act of driving, and that’s often what matters most to an enthusiast. The A-Spec may have won the logical argument and earned my vote, but the Type S captured my heart.

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A three-year absence from the market might make some buyers forget a model even existed, unless it was just that good. Well, the 2027 Chevrolet Bolt has some important duties to fulfill before its 18-month limited production period ends. It has to remind buyers that it was a revolutionary EV given its price, range, and competence while informing them that the Bolt has been improved to make it even more compelling.

My test vehicle was a 2027 Chevy Bolt RS. The base price was $31,600 and included standard feature highlights such as 17″ gloss black aluminum wheels, LED headlights and taillights, gloss black roof rails, an 11.3″ infotainment touchscreen with Google built-in, an 11″ instrument display, remote start, single zone automatic climate control, heated and ventilated front seats, heated steering wheel, and ambient lighting.

Options included the Super Cruise package, a dual panel panoramic sunroof, and the Technology Package with HD Surround Vision, wireless phone charger, rear pedestrian alert, traffic sign recognition, and rain sensing wipers. The total, including the $1,395 destination charge, came to $38,940.

Exterior and Interior Styling

The Bolt’s sheetmetal isn’t much different from the Bolt EUV from which it’s sourced. I always thought the original Bolt looked far better than the much pricier but dimensionally similar BMW i3. In RS trim, the revised Bolt looks adds a sportier edge through darker exterior detailing, darker wheels, and a different black mesh pattern on the lower front fascia. The closed-off EV fascia manages to look more conventional thanks to the dark trim pieces.

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Its proportions are compact, but the Bolt gets some stylized DRLs, headlights, and taillights. Other details include fender creases, contours in the lower half of the doors, and a racy twin-bubble roof spoiler. Darkened RS trim prevents it from looking like a rental the way the base LT does. From the profile view, the RS’s black wheels mate nicely with the body trim and floating roof. The short overhangs and tidy footprint make it look ready to scramble into tight urban parking spaces and thread traffic needles.

Inside, the RS treatment sport-ifies things nicely. The cabin uses darker trim, contrast stitching, and visual elements to make the dashboard feel more tailored than a typical econobox. Textured plastics in key storage areas, as well as ambient lighting, add personaltiy. The synthetic leather is patterened and perforated, topped off with contrast stitching and RS embossing on the headrests. These details keep the Bolt RS’s interior from descending into Dollar General territory.

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Material quality is mixed, as expected in an affordable EV, but Chevrolet has placed the better-looking surfaces where occupants will notice them most. The dashboard, steering wheel, storage binnacles, and armrest touchpoints feel soft on contact. The door panels, the top of the dashboard, and the sides of the center console are slathered in hard black plastics, but that’s expected when most of the money is in the battery technology.

Technology and Infotainment

Technology is one of the areas where the Bolt glows up compared to most vehicles at this price. The 11.3″ central infotainment display is crisp, quick to respond, and placed high enough in the dashboard to be easy to glance at while driving. The digital driver display is equally useful, presenting speed, battery information, range estimates, navigation prompts, and energy-use data in a clean, easy to read layout. Sadly, there’s no Apple CarPlay or Android Auto, and the model will stick with Google built-in for its short life.

The system also brings the expected modern conveniences, including smartphone connectivity, voice controls, multiple USB charging points, and the optional wireless device charging deck, conveniently located just below the center stack. This pairing reminds me of a similar setup in the gas-only Chevy Trax, a vehicle that offers more than you’d think it would. The screens in the Bolt are easily some of the better ones I’ve come across.

Chevrolet’s driver-assistance suite is solid. Features such as adaptive cruise control, enhanced automatic emergency braking, forward collision alert, front pedestrian and bicyclist braking, automatic high beams, side bicyclist alert, intersection collision mitigation, rear automatic braking, and rear cross traffic alert with braking come as standard equipment on the RS. My tester also had the optional SuperCruise autonomous driving tech on mapped highways, and it works just like on Chevy’s much pricier models.

Comfort, Space, and Usability

The Bolt RS may be compact on the outside, but it uses its footprint well. The battery packaging allows for a relatively open interior layout, and the upright roofline gives it solid headroom for both front and rear passengers. The driving position feels more crossover-like, and visibility is excellent. The Bolt’s tall glass area and compact dimensions make it easy to place in traffic, an advantage for the model. I’m 6’0″ and have room to spare. The seats are on the firm side but still provide good comfort. Bolstering is also well done.

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Rear occupants get 36.5 inches of legroom, which is very generous for this subcompact. Of course, the flat floor EVs are known for makes it a true five-passenger vehicle. The Bolt has more legroom than the Nissan Leaf and is on par with the Hyundai Kona. The Bolt provides 16.9 cubic feet behind row two and 56.6 cubic feet with the rear seats folded down. Storage space in the cabin is smart. It carves out shelves in the dash, and the phone charging tray has a rubber pad to keep smaller items in place.

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There’s are also two large bins, one in the center console and on on the floor between the front seats. They have adjustable curved partitions, so it can accommodate large travel tumblers and coffee mugs. Physical controls are pretty good. I quite like the easy climate control knobs and buttons, although the audio knob in the upper right corner of the touchscreen frame isn’t ideally located. There’s no dual climate control in the Bolt, but the system works well. The RS also comes with heated and ventilated front seats, a big plus.

Finally, the addition of the optional sunroof is a pleasant surprise. I can’t think of another subcompact car (EV or gas) with a dual-pane panoramic sunroof. It makes the Bolt RS feel airier and more premium. It’s worth the $1,495.

Driving Experience and Efficiency

On the road, the Bolt RS feels lively and capable. It’s not rocket quick, but it’ll best most hatchbacks in a sprint, getting to 60 mph in under seven seconds. More important is the nstant electric torque that gives it quick responses from a stop. The compact body makes it easy to dart into gaps in traffic or merge confidently onto faster roads, and one pedal driving is an absolute reality. Of course, you can adjust it on screen if you want it more, or less, aggressive.

Steering is light but devoid of feedback, unsurprising for an EV. There is some torque steer due to the 210 horses and 169 lb-ft of torque The low-mounted battery helps keep its center of gravity in check, but the accuracy of the steering could be improved. It sometimes feels a little displaced in the corners. Regenerative braking is one of the Bolt’s best driving tools, and even in Normal mode, one pedal driving is a reality. We lament the loss of the regen braking paddle shifters on the last Bolt. Here, you have to make on-screen adjustments.

The Bolt uses a 65-kWh lithium iron phosphate battery and now gets a native NACS charge port. At a peak rate of up to 150 kW, it can charge from 10% to 80% in about 25 to 30 minutes. That’s about 180 miles of range —while a 240-volt Level 2 home charger can replenish a depleted battery in roughly seven to eight hours and a standard 120-volt outlet requires more than 50 hours, making it best reserved for occasional emergency top-ups.

Ride quality is generally good, but it errs on the side of firm. The larger wheels and more aggressive tires on the RS trim contribute to this. Over bumps and gaps, the cabin remains creak-free and solid. In daily commuting, the Bolt RS is more than capable and comfortable, and buyers should be impressed with the quality feel and composure that belies its affordability. That said, I would avoid the Super Cruise Package if you’re not planning on doing a lot of highway driving. Its $3,2500 price is the equivalent of about 10 percent of the base price of the RS. .

Final Verdict

The 2027 Bolt RS is one of the most impressive small EVs because of everything it packs into a sub-$32k EV with 262 miles of range. It’s smooth, nimble, spacious, and tech-forward. You should expect some interior cheapness, but that’s balanced by a generally well-appointed cabin and more rear legroom than some compact sedans. If you’re an urban dweller and have access to charging, the Bolt EV should be on your short list. Just remember that it’s not long for this world, so get on it.

Chevrolet has spent years searching for a convincing way to make electric vehicles attainable for mainstream buyers. It already had one: the Chevy Bolt. Having debuted in 2017, it took the EV world by storm, and it was genius. 238 miles of range, upgraded to 259 after a big recall. Then the more crossover-like EUV debuted in 2023 with 247 miles of range. Chevy stopped building both after 2023, but now the 2027 Bolt is here for a scant 18 months.

The Bolt was never an exciting model, except for the fact that it was fresh and affordable. The new Bolt isn’t radically different, but it offers something more valuable in today’s challenging EV market: an electric vehicle with the cheapest price of entry, useful driving range (262 miles), low operating costs, and tidy styling. For many buyers, that combination matters far more than a 300-mile range figure or a huge infotainment screen. The decision to end Bolt production—again—looks like a major strategic mistake for a brand that needs an affordable EV more than ever.

The EV Market Needs Value

The biggest problem facing the EV business is not a shortage of products. It is a shortage of products ordinary middle class households can afford. Electric vehicles have become more plentiful, but many still sit well above the price point of a comparable compact crossover or sedan. As of August 2026, the average transaction price for a new electric vehicle in the America is well over $50k.

When the first Bolt arrived for the 2017 model year, it changed expectations for affordable EVs by pairing an EPA-estimated 238 miles of range with a sub-$40,000 price. At the time, its range handily beat the Nissan Leaf, while giving mainstream shoppers a long-range electric option before the Tesla Model 3 became widely available. That part’s almost hard to remember now.

Rather than catering to affluent early EV adopters, the Bolt offered everyday buyers a practical EV capable of covering typical driving needs without premium-brand pricing or constant public charging. It also gave shoppers an electric option from a familiar mainstream name.

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The Little EV That Could

The first Bolt was everything it needed to be (shy of the battery fire risk recall), and owners understood its strengths: quick low-speed acceleration, compact exterior dimensions, excellent visibility, solid rear legroom (36.5 inches), and usable cargo space (16.9 cubic feet behind the rear seats and 56.6 cubic feet with the rear seats folded flat). For buyers who feared transitioning from gas to electric, the Bolt helped minimize those fears because it was just about everything it needed to be without a massive financial commitment.

The 2027 Bolt is better. It’s now based on the Bolt EUV body for more space and that important crossover look. It has more range, more passenger room, and more cargo space. Its in-car tech has been vastly improved, and the first-generation’s cabin quirkiness has been replaced by a more practical and usable interior. Standard features include a 11.3-inch center touchscreen, an 11-inch instrument display, Google built-in, an additional 4 cubic feet of underfloor storage. Chevrolet also equips the Bolt with more than 20 standard safety and driver-assistance features, including Rear Park Assist, IntelliBeam automatic high beams, Intersection Collision Mitigation, Rear Automatic Braking, and Rear Cross Traffic Alert with Braking.

During its original 2016–2023 production run, General Motors sold around 200,000 Chevrolet Bolt EV and Bolt EUV models worldwide. That’s no small number. Chevy brought the Bolt back at the right time, but that’s a qualified welcome because it’s a limited run of only 18 months. GM’s decision to give the revived Chevrolet Bolt this short life is due to changes at its Fairfax, Kansas, plant, which is scheduled to add U.S.-built versions of the gas-powered Chevrolet Equinox, currently assembled in Mexico, and a next-generation Buick Envision reshoring to the U.S. from China. Crossovers are higher margin vehicles, so the change makes sense.

Bigger EVs Aren’t Always the Answer

General Motors has increasingly emphasized electric trucks, large SUVs, and more expensive crossovers. Those products can generate attention and potentially stronger profit margins, but they do not replace the role of a small affordable EV. Not every buyer wants a three-row SUV. Not every household needs a full-size pickup. And not every customer can justify a vehicle payment that approaches luxury-brand territory. The good news for Chevy is that its next most affordable electric vehicle, the compact Equinox EV is selling well. The bad news is that the Blazer EV has plummeted in sales. The Equinox EV costs $7k more than the Bolt. That’s not an insignificant delta to overcome for buyers.

Chevrolet’s lineup needs an entry-level model EV for buyers and budget-conscious households looking to cut fuel and maintenance costs. The Bolt is that entry point, and it still can be. It was also an important brand statement that communicates to buyers that Chevy cares about providing cheaper EV models. Chevrolet has long positioned itself as a maker of vehicles for everyday Americans. Removing one of its most attainable EVs weakens that promise at precisely the moment consumers are waiting to see whether electric transportation can work for people outside the affluent early-adopter crowd.

Final Thoughts

The new Bolt is impressive for all the right reasons. The sub-$30k price is right, the range is spot on, and the new interior is just about perfect. The Bolt might just be a punctuation mark for GM’s affordable EVs, and that’s tragic. Ending the vehicle again risks telling consumers that Chevrolet’s affordable-EV ambitions shouldn’t be taken seriously. Chevy doesn’t need another halo EV. It needs a dependable, widely available, and affordable electric car that real people can actually buy.

Full transparency: I like Mazda. The company has spent years building vehicles that are enjoyable to drive, even when you choose an ordinary engine and stay away from the expensive end of the options list. There have been exceptions, of course, but the 2026 CX-30 2.5 S Aire Edition isn’t one of them. My tester had the naturally aspirated engine, standard all-wheel drive, and a starting price of $30,250 before destination. It’s a sensible little crossover that still remembers the driver is supposed to have some fun. That combination is becoming surprisingly difficult to find.

The Aire Edition is essentially a styling and equipment upgrade built on the CX-30 Preferred trim. Mazda adds black badges, black roof rails and mirrors, and 18-inch black metallic wheels. Inside, it gets white leatherette seats with gray cloth inserts, gray suede-like trim and light stitching. You can also buy a Turbo Aire Edition, but its $34,410 starting price is $4,160 higher. That’s a meaningful jump in a vehicle whose value is a big part of its appeal. The turbo is tempting, as turbocharged Mazdas generally are, but I’m glad I spent time with the less powerful version. It answers a more useful question: Is this CX-30 still worth buying without paying extra for the fun engine?

Powertrain and performance

The standard 2.5-liter four-cylinder makes 186 horsepower and 186 pound-feet of torque. It’s paired with a six-speed automatic and Mazda’s i-Activ all-wheel-drive system, both standard on the Aire Edition. The EPA estimates 24 mpg city, 31 highway and 27 combined. Those are respectable figures for a small crossover that sends power to all four wheels. For 2026, Mazda also added a brake-based limited-slip function, revised the dampers for ride comfort and kept G-Vectoring Control Plus and Off-Road Traction Assist as standard equipment. There’s quite a bit going on beneath this tidy little body, even if the badges don’t make a speech about it.

No, the non-turbo CX-30 isn’t a rocket. It does, however, respond willingly when you ask it to move, and the conventional six-speed automatic gives it a character I prefer to the continuously variable transmission in the Honda HR-V. The Honda makes 158 horsepower, so the Mazda has a noticeable advantage on paper, too. Around town, I found the CX-30 lively enough to make gaps in traffic without drama. On a faster road, passing sometimes means pressing the accelerator firmly and listening to the four-cylinder climb through the revs. That’s normal for this class, and the engine doesn’t sound as though it’s filing a complaint with management. If you want effortless passing power, the Turbo Aire Edition makes 227 horsepower and 310 pound-feet on regular gas, rising to 250 horsepower and 320 pound-feet on premium. It’s a substantial upgrade, though you’ll pay for it up front and at the pump.

Handling is the reason I’d keep coming back to the Mazda. The CX-30 feels alert and composed through corners in a way many small crossovers simply don’t. Steering response is satisfying, the body doesn’t flop over when you turn, and the whole vehicle feels closer in spirit to a small hatchback than a tall utility box. I can think of roomier ways to spend $30,000, but very few of them make an ordinary drive this rewarding. The CX-30 has about eight inches of ground clearance, which is useful for rough driveways, light snow and slightly rough dirt roads. Its all-season street tires are a reminder of its limits, though. Black wheel-arch cladding and an all-wheel-drive badge do not turn it into a tiny rock crawler, no matter how boldly you point it at a trail.

Exterior and interior design

I still think the CX-30 is a handsome little thing. Some people say its design is beginning to age; I disagree. The proportions work, the surfaces have Mazda’s usual attention to light and shadow, and the Aire Edition’s dark trim provides just enough contrast. I even like it in white, which isn’t something I say about every car. The generous black plastic around the wheel arches and lower body will divide opinions. I understand why Mazda used it: it protects the vulnerable areas and gives the CX-30 a more rugged look. I’d prefer a little less of it, but it hasn’t kept me from looking back at the car after parking it. That’s a fairly good test of a vehicle’s styling.

Related: Chevy May Have Just Given Us an Early Look at the Next Trailblazer

The interior makes an even stronger case. The white leatherette and gray cloth combination brightens a small cabin, while the soft-looking gray trim carries the theme onto the dash. The front seats are comfortable and supportive, and the layout has the clean, slightly old-school Mazda quality I appreciate. It doesn’t try to impress you with a wall of glowing rectangles. The Aire Edition does get the 10.25-inch center display inherited from the Preferred trim, along with wireless Apple CarPlay and Android Auto and a wireless charging pad. I’m still not completely sold on the screen’s shape and placement, but I appreciate Mazda’s rotary controller and its decision to retain useful physical controls. I can operate much of the car without turning a simple adjustment into a scavenger hunt. The moonroof, heated front seats and dual-zone climate control also help this trim feel more substantial than its price suggests.

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There are practical limits. The rear seat is tight for taller passengers, and the CX-30’s cargo area is smaller than those of some competitors. Mazda lists 20.2 cubic feet behind the second row and up to 45.2 cubic feet with the rear seats folded. That’s usable for groceries, luggage and the occasional awkward purchase, but a small family should bring its child seats and usual gear to a test drive. A bicycle may fit with a rear seat folded and its front wheel removed, depending on the bike. If maximizing interior space is your top priority, the CX-30 is going to make you negotiate with your belongings.

Final thoughts

The CX-30 2.5 S Aire Edition occupies a sweet spot in Mazda’s lineup. Its $30,250 MSRP excludes the $1,595 destination charge, so the starting figure is $31,845 before taxes, options and any premium paint. That’s still appealing for standard all-wheel drive, a well-dressed interior and a vehicle that feels genuinely good to steer. The $34,410 Turbo Aire Edition would undoubtedly be more entertaining in a straight line, but I don’t think buyers need to stretch for it to get the point of this car. The regular engine has enough power, the automatic behaves properly, and the chassis supplies the part that too many crossovers forget.

Related: Infiniti QX60 vs Infiniti QX65: Style vs Substance?

I’d recommend the Aire Edition to someone who wants the security of all-wheel drive and the slightly higher seating position of a crossover, but still misses the size and personality of a hatchback. It isn’t the roomiest choice, and its tires set firmer limits off-road than its appearance might imply. Yet it’s attractive, efficient enough, nicely equipped, and unusually enjoyable at this price. Mazda managed to make a practical purchase feel like a personal choice.

It’s almost adorable. I don’t say that lightly.

Related: 2026 Hyundai Venue vs. 2026 Chevrolet Trax: I Drove Both Affordable SUVs—Here’s My Honest Comparison Review

The Crosstrek and Forester does a lot of heavy lifting for Subaru sales in the U.S, but let’s not forget about the car that those two best-sellers are based upon, the Impreza. It’s been around for a couple of years already, and while it doesn’t sell in high numbers, it still has its place in the lineup.

For those looking for a reasonably-priced all-wheel-drive compact car, there’s good news here. The hatchback has been updated, along with a lower price tag that might tempt you away from that Corolla or Civic.

Made More Affordable

As average new car prices continue to swell, Subaru bucked that trend with the 2027 Impreza. Instead of raising prices, Subaru has made it more affordable by lowering base prices by $2,000. With that, the Impreza remains one of the least expensive all-wheel drive-equipped cars on the market, and the most affordable compact car with standard all-wheel drive.

So, how did Subaru do it? The company has ditched the Sport trim and replaced it with the new Base model. The Impreza Base starts at just $24,595, making it about the same price as an all-wheel-drive Nissan Kicks and over $3,000 less than a Corolla Hybrid LE AWD. We wouldn’t call the car bare, either, as it comes with advanced driver assists, Apple CarPlay and Android Auto (wired), dual-zone climate control, and even steering responsive headlights.

That said, two dead giveaways mark it as a base model. The first would be a smaller set of wheels, from 18 inches down to 17 inches. The second would be a smaller split touchscreen.

Other Highlights

For those who want a little more equipment, they will have to go straight for the 2027 RS model, since the Sport is being discontinued. While more expensive than the Base, its MSRP of $29,495 keeps it at the same price as the 2026 version. Over the entry-level model, it adds black 18-inch alloys, along with a larger 11.6-inch screen, wireless Apple CarPlay and Android Auto, satellite radio, connected services, and an all-weather package.

Subaru also added a new wireless charger to the 2027 Impreza RS. The company also improved the cabin’s interior materials. Powertrain is still the same as before, although, even the base model is now powered by the 2.5-liter four-cylinder boxer engine that’s that’s good for 180 hp and 178 lb-ft. As for availability, the 2027 models will be in showrooms later this year.

The Bolt returns after a three-year hiatus. It skipped 2024-2026 before returning for the 2027 model year using the larger Bolt EUV body and charging and range modifications. The Bolt will have a limited run and will be short-lived (18 months), so the timeframe in which you can get your hands on one is pretty brief. The Leaf is the 3rd generation model, taking the economical EV into fresh crossover design territory and far better range than the first two. The question remains, which one is the better choice?

The Price

The 2027 Chevrolet Bolt is, literally, the cheapest EV you can buy in America right now. The Base Bolt LT opens at $28,995 including destination, while the 2026 Nissan Leaf S+ starts at $31,485 including freight. That roughly $2,500 gap matters when buyers are trying to save money while transitioning from gas to electric. Considering the upwards of $1,800 cost of charging annually on a DC fast charger (driving an average of 12,000 miles per year), that difference could weigh heavily in the Bolt’s favor.

Another factor to consider is that much of the argument for transitioning fuel types has to do with overall cost, not just cost to charge. When issuing a down payment and considering the monthly cost, the Bolt looks attractive. That said, as more affordable models reach the market, the financial case for cheaper EVs becomes stronger—especially for drivers with predictable daily mileage and access to home charging. Both cars win in this regard because they’re both very approachable in terms of price.

Electric Range on a Full Charge

The Bolt offers 210 horsepower, a 65-kWh lithium-iron-phosphate battery, and up to 262 miles of EPA-estimated range. The LFP battery chemistry is important to note because it is generally well-suited to frequent charging to 100 percent, a useful trait for owners who want to maximize day-to-day usable range.

On the flipside, the 2027 Nissan Leaf costs more than the Bolt, but Nissan puts more battery capacity and potential range on the table. The extended-range version uses a 75-kWh pack and is rated for up to 303 miles, a substantial advantage over the Bolt. Even the Leaf’s lower-range all-wheel-drive configuration is rated at 259 miles, essentially matching the Chevy. That 41-mile advantage in the Leaf’s best configuration makes it very attractive for those who don’t want to charge as much. That could be nearly two days of commuting range.

The Leaf also creates more of a range cushion in winter, at highway speeds, or when carrying passengers and cargo. A single digit difference isn’t much to get excited about but 41 miles is real. In real world testing, both the Leaf and the Bolt exceeded their EPA estimates, but the Leaf still finishes ahead.

The Bolt is still solid when it comes to range. 262-miles in the Bolt is not short-range. It’s actually more than the much pricier Volvo XC40 Recharge’s 240 miles. For a household with home charging and a normal commute, it supplies more than enough distance between charges. Buyers should not pay extra for the Leaf’s range if they will rarely use it because their home charger juices up the battery every night.

Electric Charging Speeds

Both EVs accept DC fast charging at up to 150 kW, and both use NACS hardware for access to Tesla-style fast-charging infrastructure. That is a huge improvement over the old Leaf, whose CHAdeMO connector became a disadvantage as the public charging market shifted toward newer standards. The previous Leaf could take as much as 45 minutes to charge on a DC fast charger, depending on battery size. That time has dropped to 35 minutes for the 2027 model.

The Bolt nevertheless claims the quicker juice-up time. Chevrolet says it can charge from 10 to 80 percent in about 26 minutes, versus Nissan’s 35 minutes. While 9 minutes doesn’t seem like much, in the real world, it feels like a substantial amount of time. The difference will be palpable on longer trips. A roughly 25-minute stop is much easier to manage, particularly when multiple charging sessions are needed in one day.

Space and Usability

The Leaf is the stronger cargo hauler with the rear seats occupied. It offers 20 cubic feet of cargo room behind its second row, compared with 16.2 cubic feet in the Bolt. The 3.8 cubic-foot difference is noticeable when you have rear passengers. You won’t be fighting to cram your gear in since that’s about the equivalent of two carry-on pieces of luggage. Fold the seats down, though, and the difference isn’t as drastic: 55.5 cubic feet in the Nissan versus 56.3 in the Chevy.

When it comes to interior passenger space, the Bolt offers 44.3 inches of front legroom and 39.1 inches of second-row legroom. Front headroom (without sunroof) measures 40.0 inches and the back gets 37.8 inches. The Leaf’s legroom gets eclipsed by the Bolt with 42.4 inches of front row legroom, while the rear second-row legroom measures just 31.8 inches. Headroom in the Leaf is a smidge less than the Bolt at 39.9 inches in front (without sunroof) and 37.3 inches in back. If your focus is on occupant space, the Bolt wins. If it’s cargo, then go with the Leaf.

Verdict: Chevy Bolt Works Best For Most Buyers

The Chevy Bolt wins this bargain-EV matchup because it costs less, charges faster, offers more passenger space, and delivers nearly identical maximum cargo capacity. Its range isn’t as good as the Leaf’s, but it still delivers more than 260 miles of rated range. It is the more compelling choice for buyers who charge at home, want the lowest possible payment, and need an EV that works as an everyday commuter and occasional-trip vehicle.

Choose the Nissan Leaf instead if maximum range and seats-up cargo space are priorities. Its maximum 303-mile rating reduces range anxiety, and its extra rear cargo volume will appeal to drivers carrying strollers, camera gear, grocery runs, or family luggage. long-range small EV, but the Bolt is the more attractive bargain.

Using the Cooper C 2 Door as its foundation, the latest limited edition boasts a distinctive look, with Midnight Black Metallic paintwork enlivened by orange body graphics bearing the “1998 GT” legend, along with orange exterior accents dotted around the body. Completing the look are sporty 17-inch JCW Sprint Spoke wheels, finished in black, along with a John Cooper Works aero kit, lending the humble Cooper C a sportier look than its engine might suggest.

The changes extend beyond the exterior embellishments. Front occupants are treated to John Cooper Works Sports Seats, trimmed in Black Vescin and a Black Knit finish, while the driver grips a three-spoke JCW steering wheel, replete with model-specific GT logos. Aside from that, the interior is business as usual, with 1998 GT floor mats and door sills, along with a GT-exclusive key fob and centre console storage box rounding out the changes.

This is the sixth of eight planned special editions Mini has plans to reveal in the United States, with the GT Edition following the aforementioned Heritage Edition, along with the Paul Smith Editions, Rooftop Editions, and the 1965 Victory Edition, among others.

So what’s the significance of the 1998 GT Edition? As mentioned, it harks back to the iconic 1275 GT, which was the top-of-the-line Mini back in the late ’60s and early ’70s, with its 1.3-liter (1275 cc) motor delivering 60 horsepower, enough to propel it on to a top speed of 87 mph.

While the Cooper C is not the performance pinnacle of the Mini lineup, the turbocharged 2.0-liter four-cylinder produces 161 hp — nearly three times as much as its namesake — and 184 lb-ft of torque, channeled to the front wheels via a seven-speed dual-clutch transmission.

So what do you pay for the privilege of 1998 GT Edition ownership? A not insignificant $36,875 (excl. destination), making it notably more expensive than the $29,500 Cooper C 2 Door on which it’s based. But for those seeking exclusivity and a story behind the livery, that price may well be worth it. Production is scheduled for October, with vehicles hitting dealerships in early November. As for how many will be produced, Mini USA is yet to reveal that detail.

Mazda doesn’t exactly have a long and illustrious history of making hot hatchbacks. But on the rare occasions that it does, we can say these were solid efforts. The 323 GT-X was a homologation special for the World Rally Championship, and it took decades for Mazda to follow it up with the Mazdaspeed3.

The Mazdaspeed3, also known as the Mazda3 MPS in other parts of the world and the Axela MPS in Japan, was Hiroshima’s last hot hatch. Mazda produced it from 2007 to 2013 in two generations, and it hasn’t built a performance hatch since. Its 2.3-liter turbocharged engine was good for 263 hp and 280 lb-ft for both generations of the car. Oh, and it was front-wheel drive with a limited-slip differential instead of being all-wheel drive. Torque steer was, indeed, the order of the day.

A Possible Comeback

It’s been 13 years since Mazda last made a hot hatch, but a report from Japan hints it’s coming back. According to MotorFan, Mazda3, now in its seventh year of production, will get a performance version.

The basis? The Mazda Spirit Racing 3 concept shown at the 2024 Tokyo Auto Salon. It premiered alongside the Mazda Spirit Racing Roadster and later became a limited-run production model with more power and handling upgrades than the standard MX-5. It made 200hp, all without the help of any turbocharging, just old-school tuning through hardware and a little bit of software.

Juicy Details

MotorFan then cited its ‘informants’ on the possible powertrain. According to the information given to the publication, the 2.5-liter turbo engine in the current model is the prime candidate for tuning. As it is, that engine makes 255 hp and 317 lb-ft on premium fuel (227 hp and 310 lb-ft on regular gas), so it has solid foundations if Mazda ever actually pushes through with it.

Now, the question would be how much power it could make. The publication reckons about 300hp, putting it right in the crosshairs of the GR Corolla. There’s a strong possibility of it being all-wheel drive, and given that the old Mazdaspeed3 was often criticized for torque steer, that might be the way to go. If so, adding all-wheel drive would be a nod to the often-forgotten 323 GTX from back in the day.

The information also claimed it might be out as early as the first half of 2027. Given that, the Spirit Racing 3 could reach production, as the commercial viability of the Spirit Racing brand proved successful for the MX-5. Besides, for a company that prides itself on Jinba Ittai and the joy of driving, a hot hatch is a strange omission that will hopefully be rectified soon.

While many legendary movie cars have been built in real life over the years, the outlandish Mad Max cars somehow never shared the same fate. But that has just changed as Mad Max Factory, a company that has the blessing of Mad Max creator George Miller and producer Doug Mitchell, has unveiled the first officially licensed Mad Max vehicles.

These Mad Max Vehicle Recreations Look And Feel Exactly Like The Movie Cars

Built in Australia, the Mad Max vehicle recreations are part of a limited inaugural collection of only 25 units created for serious collectors and fans.

Mad Max Factory says the vehicles are “engineered to preserve the raw mechanical language that defined Mad Max for more than four decades: steel, noise, fuel, aggression, and survival.”

That sounds great, especially since the creators say the vehicles will be “film perfect” and not a “soft, polished, digital idea of performance.” Mad Max Factory says the vehicles will feel as though they belong in a world where “guzzoline,” Aqua Cola, and post-apocalyptic reliability matter more than comfort.

Looking at the first images of the cars posted on Mad Max Factory’s website, it certainly looks like it. Each build will stay faithful to the original movie car it recreates, preserving the physicality and visual intensity that made the Mad Max vehicles so memorable.

Twenty Models From Four Mad Max Films

Customers will be able to choose their favorite Mad Max car from a selection of 20 models—six from Mad Max 1, three from Mad Max 2, eight from Mad Max: Fury Road and three from Furiosa; A Mad Max Saga. The list of vehicles obviously includes the legendary Pursuit Special Interceptor that Max Rockatansky drove in Mad Max 1.

Based on a 1973 Ford Falcon XB GT coupe, the Pursuit Special Interceptor, also known as the “Black on Black” Interceptor. In the movie, the vehicle was specifically modified for high-speed pursuits on Australia’s crumbling highway system. According to Mad Max Factory, the Pursuit Special symbolizes both law enforcement’s last stand and Max Rockatansky’s descent into vengeance. 

The real-life version costs AUD395,000 ($283,000), which is a lot of dough but includes everything from the sourcing of an authentic 1973 Ford XB Falcon GT hardtop in suitable condition, chassis and body restoration, custom bodywork, paint and finishing, powertrain build, interior and electrical work, and authentication and delivery.

The total build time for a Mad Max recreation car is estimated at 6-18 months, depending on specification.

The Cheapest Ones Cost $140,000

The Pursuit Special is the most expensive of the bunch, and the rest of the lineup is not much cheaper. The lowest priced models—AUD195,000 or $140,000—are the VW Rod, Prince Valiant, Dodge Charger, Cranky Frank and V12 Elvis (all from Fury Road), and Furiosa’s V8 Pursuit.

“These vehicles were never meant to feel polished or soft. They were built to feel functional, brutal, and real, and that’s exactly what we wanted to preserve,” said Giuseppe Cassin, Director of Film & Strategic Partnerships for Mad Max Factory.

And for customers who have a particular vision of what a Mad Max vehicle should look like, the builders are open to custom modifications and personal touches. Mind you, some modifications may render the vehicles ineligible for road use, so that’s an important thing to consider.

Generally, Mad Max Factory says its possible to register the vehicles for road use, although that depends on local regulations in the customer’s home country.

The Volkswagen Golf GTI isn’t the world’s first hatchback, but it might as well be, as it popularized the genre. Launched in 1976, it offered an accessible way to get a fun daily driver without compromising practicality. America wouldn’t get it until 1983, but by then, it had already been a smash hit in Europe.

50 years and eight generations later, the GTI is still going strong. Perhaps not as it once was because of the proliferation of crossovers and SUVs, but it remains a popular choice for those looking for a reasonably priced sport compact. It received an update in early 2024 and was introduced to the U.S market for the 2026 model year, so there’s a lot to talk about here.

2026 Volkswagen Golf GTI Lease Deals for September

Yes, there is a lease deal for the Golf GTI, although you may have noticed we used the word deal, not deals. There’s just one on offer, and it’s for the mid-spec SE model. That said, you can contact your local Volkswagen dealer for offers on the higher variants. Rates may also vary depending on where you live.

That said, we observed that most states have a common offer. For the Golf GTI SE, it currently goes for $499 for 36 months with $4,499 due at signing. There is a penalty of $0.20 for every mile exceeding the annual limit of 10,000 miles. This offer is valid until November 2, 2026, so there’s a good amount of time to think about it.

2026 Volkswagen Golf GTI Highlights

The 2026 Golf GTI is available in three trims: S, SE, and Autobahn. The S starts at $34,590, while the SE starts at $39,080. The top-spec Autobahn breaches the 40-grand mark, starting at $42,480. All variants include IQ.Drive advanced driver assists, automatic and adaptive headlights, illuminated grille, front seat heaters, wireless Apple CarPlay and Android Auto, and a limited-slip differential.

The facelift brings with it some welcome changes – and one we wish wasn’t made. Its headlights have been slimmed down, and the front bumper gets a new set of intakes. At the back, the taillights have been freshened up, but overall, the exterior changes are subtle. The major changes are inside, with a new infotainment system that mostly addresses complaints from the initial model. It also received actual buttons on the steering wheel, ditching the much-maligned capacitive touch controls. Sadly, it dropped the manual transmission.

Power remains unchanged from its 2.0-liter four-cylinder turbo engine. It’s still at 241 hp and 273 lb-ft of torque, which is still a good number in the sport compact class. That said, the European-spec model actually got a power boost for the facelift, raising it to 265 hp.

Final Thoughts

The numerous improvements made to the Golf GTI are very much welcome. While power is retained and we lament the loss of the manual option, it’s a far more user-friendly experience behind the wheel of what’s now called the MK 8.5. The fun-to-drive character is still there, as is the attainable pricing. For those looking for a practical daily without the bulk and still offering joy behind the wheel, the hot hatch pioneer is still very much worth considering. If you’re willing to spend more for extra power and drive wheels, though, there’s always the Golf R.

Disclaimer: This article is provided for informational purposes only. The information presented herein is based on manufacturer-provided lease offer information, which is subject to frequent change and may vary based on location, creditworthiness, and other factors. We are not a party to any lease agreements and assume no liability for the terms, conditions, availability, or accuracy of any lease offers mentioned. All terms, including but not limited to pricing, mileage allowances, and residual values, require direct verification with an authorized local OEM dealership. This article does not constitute financial advice or an endorsement of any particular lease or vehicle.

While the publication is quick to stress that there is still no official confirmation of the HRC concept reaching production, it says more than one source has suggested production will begin next year. Given how deep the technical upgrades run and how difficult it is to get these homologated, this is not very surprising.

Honda Civic Type R HRC: Much More Performance

Unconfirmed reports claim that the Civic Type R HRC will reach production with a version of the new HRC-K20C racing engine used in Super Taikyu, which means more than the 315 horsepower offered by the current Civic Type R. If the production car matches the concept, its new engine is expected to be combined with a more aggressive aerodynamic package, including a new front end, widened and vented wheel arches to reduce front-axle turbulence and pressure, new side skirts to help hide a wider track, and a chunkier rear diffuser that is second in drama only to the new rear wing. The concept’s aerodynamic upgrades were also complemented by an Akrapovič exhaust at the back and HRC-branded cooling upgrades under the hood, and we suspect braking and suspension components won’t have been overlooked either. The diff could also get overhauled. Whatever parts the end product does ship with, they’re expected to be individually available at the Honda dealer, so enthusiasts won’t need the whole nine yards to start building an appreciation for HRC upgrades, and that will apply to Integra Type S owners too. It’s the same logic as BMW offering an M Performance exhaust for a base 420i. That said, no automaker will miss an opportunity to make money off a special edition, including Honda, and according to the sometimes-accurate Japanese publication Best Car, the HRC-tuned Civic Type R will cost twice what a regular Type R does.

Autoblog’s Take

One of the main purposes of motorsport ought to be to improve everyday cars, albeit ones with more performance than average, and it appears that Honda is using HRC like Toyota uses Gazoo Racing: to engineer, test, and develop new engines and other upgrades so that they last under real-world stresses. It’s been a while since there’s been a Civic Type R special edition worth getting excited about, and with an update to the FL5 due this year, a range-topping special edition may be the ideal way to say goodbye to this generation of the hot hatch in 2027. However, if pricing does turn the Type R from a $48,000 practical toy to a nearly six-figure runout special, it’ll have to be unquestionably the best hatchback of its generation, front-wheel-drive limitations and all.

It’s difficult to pinpoint exactly when peak Honda was, but it’s safe to say it’s anything it built from the late ’80s right until the dawn of the new millennium. Some will also argue that we can include the mid-2000s and right before the 2010s. Regardless, Honda made a lot of bangers in the ’90s.

Up top, you had the NSX that wasn’t just a flagship for the brand, but also a showcase of its capabilities. But even the everyday models were wonderful ownership experiences, and when it came to economy cars, the 6th-generation Honda Civic was as close to perfection as it got.

The Run Up

But before sending lots of love for the 6th-gen, we have to acknowledge that the 4th- and 5th-gen Civics were also some of the best economy cars the world had produced. You didn’t need to get the sporty versions to appreciate the engineering that went behind it.

The suspension alone was worth talking about, as those cars had double-wishbones, which is something reserved for sports cars. Why? It’s obviously for handling and chassis dynamics, but putting it in an affordable runabout was admittedly overkill. But that’s how engineering-led Honda was in those days. The 4th-gen was the start, the 5th-gen was a great follow-up, but the 6th-gen was the culmination of everything Honda had learned.

September 5, 1995

That’s a date that every 6th-gen Honda Civic should know, as that was the day it became available to Japanese customers. September 4, 1995 was its official debut and announcement, and there was no concept car that previewed it, either. It was a simple, straightforward affair for a car that would later become one of Honda’s most-loved models.

Internally known as the EK or EJ, the car was developed with the concept of “Value Revolution.” But instead of cheapening out on it to sell it cheap, Honda went all out by pouring a whole lot of smart engineering into this model. Value Revolution for the brand meant offering the best possible car for not a lot of money, even if it meant it was overbuilt. And, notice we said overbuilt and not overengineered, as Honda also wanted to keep the car simple.

Four Guiding Principles

Under that concept, there were four goals that Honda had in mind for this model. What follows next is lifted straight from the Civic’s FactBook from 1995, translated straight from Japanese. The first target was “High performance close to home,” followed by “Functional and high-quality styling.” Goal number three was “High level of completion,” while the fourth was a “global perspective on safety, environment, and resources.”

But what caught our attention were the first and third targets. What Honda meant by ‘High performance close to home” was optimizing the powertrain arrangements and options, all while delivering a high level of handling competence. Of course, there was VTEC, but Honda wanted to make sure that benefitted everyone, so not only did it make a good amount of power for its available engine size (1.3, 1.5, and 1.6-liters), these were great of gas mileage, too. As for the handling part, those double wishbones were for comfort and stability, as Honda believed that great chassis dynamics was a safety feature in itself.

As for “High level of completion,” Honda’s brief explanation of that partially answers why the 6th-gen Civic felt a cut above the typical subcompact sedan of its era, and yes, these were classified by the EPA as such. The automaker wanted it to achieve “A level of perfection that surpasses its class, achieved through meticulous refinement.” If it sounds like OCD engineering, then we can’t blame you. After all, the results speak for themselves.

The Hot Models

We can’t talk about this era of Civic without mentioning the performance models. In Japan, there was the SiR hatchback and sedan, the latter being called the Civic Ferio SiR. Those came with a B16A engine that made 170 hp and 116 lb-ft that revved up to 8,200 rpm. There’s also the Si Coupe for the U.S. and SiR Coupe for Canada, and those used a B16A2 with 160 hp and 111 lb-ft. The B16A2 was also used in the VTI-R in Australia and New Zealand, as well as the SiR sedan in the Philippines, to name a few.

Then we get to the pinnacle of performance Civics, the EK9, better known as the first Type R. Okay, it wasn’t the very first Honda Type R model, but Honda gave the same hardcore treatment from the NSX to the hatchback. Lightened and stiffened, it came with a B16B engine that produced 182 hp and 118 lb-ft, with its rev limit raised to 8,600 rpm. The standard Civic chassis was good as it was, but the Type R took it to the next level. The result was a Japanese hot hatch like nothing else before it at the time.

How it Drove

As someone who spent his formative years behind the wheel of various Hondas, this writer can attest just how well-sorted this era of Civic was. Even a bog-standard model with an automatic and a single-cam 1.6-liter that made 125 horses still showed signs of brilliance. The little sedan rode well, and drove with an eagerness absent in most of its rivals. It was also easy to drive and enjoyable behind the wheel, regardless of whether you were an enthusiast or not.

Of course, it wasn’t God’s gift to mankind, as there are some minor nitpickings, but overall, it was a hard car to fault. For something that’s supposedly basic transport, it drove and rode with verve. No other car felt like it before, and if we’re being honest, no Civic has felt that way since. Sure, the current 11th-gen Civic is a great compact, especially in hybrid form, but the Honda Civic 6th gen is a great reminder of how Honda spoiled our expectations for affordable transport over 30 years ago, telling us that we should always expect more from a car, even for less money.

View the 22 images of this gallery on the original article

Well, my wife and will have a new driver in the family in about a year, and the thought of my daughter driving has us a little nervous. We have to entertain the idea of what she would drive. Of course, the primary concerns are vehicle safety, price, insurance costs, minimal technological distractions and reliability. It also can’t be embarrassing to drive, an important criteria for my daughter. Here are the five I keep coming back to, all findable under $20,000 with patience.

2020 Toyota Camry — IIHS Top Safety Pick+

The Camry is the boring answer, but it’s just so damned good at everything else but actual driving excitement. It doesn’t draw attention, nor does it look racy in any way. It’s more about space and reliability than anything else. The 203 hp I4 isn’t weak sauce, but it also won’t get the driver in any trouble.

The 2020 Camry earned the IIHS’s highest honor, Top Safety Pick+, with no related headlight or option-package caveats. Every 2020 Camry also came with Toyota Safety Sense P as standard equipment, so automatic emergency braking, lane departure alert with steering assist, and adaptive cruise are guaranteed. KBB pegs base L and LE trims starting around $17,000 to $17,600, though national listing averages run closer to $20,000, so shop LE and SE for the best deals and the highest reliability.

2022 Honda Civic — IIHS Top Safety Pick+

Okay, so maybe this one is for me. I just love the 11th-gen Civic for its great driving dynamics, steering, and that analog interior. The first year of the current-gen Civic is the car I would actually enjoy borrowing because it’s low rent fun and still looks remarkably good. It swept the 2022 awards: both the sedan and hatchback took Top Safety Pick+ with no qualifiers. The 2.0-liter naturally aspirated engine in the LX and Sport makes a sensible 158horsepower, visibility is excellent for a new driver, and Honda Sensing is standard.

You can also opt for the upgraded engine in higher trims, but that pushes the cost well above the $20k mark. Actually, you’ll need to budget carefully and aim for a higher-mileage LX to get under the budget threshhold. But the reliability ratings are strong, and the naturally-aspirated version tends to be more dependable. I’d love for my daughter to learn how to drive a manual, which you can get in the Civic hatch for 2022. Finally and importantly, you still get some of the best cabin ergonomics, a great driving position, and more legroom than a compact sedan/hatchback deserves.

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2022 Mazda CX-30 — IIHS Top Safety Pick+

If she wants an SUV, this is the one. I don’t want to give my daughter a crossover that’s big and squared off. The CX-30 is a stilted Mazda3, so it provides better, higher-up visibility and also benefits from swoopy Kodo styling like the 3’s svelte body. Okay, so it’s not huge inside, but that should keep other teens from wanting to pile into the back. Along the lines of safety, the CX-30 took the IIHS Top Safety Pick+ for 2022 with no qualifiers, then slipped to standard Top Safety Pick for 2023 as the IIHS tightened its side-impact and rear-passenger criteria.

I will also want to borrow this crossover because it drives like a sporty, albeit low powered, car instead of a wobbly crossover, and standard all-wheel drive matters in Chicago winters. Base 2.5 S trims start around $19,250, and I would deliberately avoid the 227-horsepower turbo for the sake of reliability. It’s quick enough to be spritely, has great analog controls, and there infotainment system is user-friendly and highly resistant to distraction.

2023 Subaru Impreza — IIHS Top Safety Pick

The Impreza is almost as boring as a Camry, but the more compact footprint makes it easier to drive, especially in hatchback form. Remember that it also has standard all-wheel drive, the only one in this set. The reliable Impreza gives up horsepower (152 from the boxer-four) and refinement to almost everything here, but everything works pretty well. The 6.5-inch screen on base trims isn’t distractingly huge, and there are solid physical controls for climate and audio.

The 2022-23 Impreza wagon earned Top Safety Pick with optional front crash prevention and specific headlights; the sedan was not on that list, so I would steer toward the five-door hatchback. It’s shorter, more capacious with the hatchback, and comes with standard EyeSight safety tech. KBB starts sedans around $17,000, with cleaner examples near $20,000.

2020 Mazda6 — IIHS Top Safety Pick+

My own 2016 Mazda6 has been solid, but I’d like my daughter to benefit from improved safety tech and an improved cabin and infotainment. The 2020 Mazda6 received a refresh inside and out. It’s the value play, and it went out on a high note with a 2020-21 Top Safety Pick+. It also comes standard with automatic emergency braking, front collision warning with brake assist, blind spot monitoring, rear cross-traffic alert, lane departure warning & lane-keep assist.

The 6 is almost as roomy as the Camry, and it also drives better. The naturally-aspirated 2.5-liter engine is the way to go for reliability. Mazda killed the beloved 6 after 2021, which suppresses resale prices, so a genuinely upscale midsize sedan with a great interior can be had cheaply. KBB lists the Sport trim near $15,150 and even the top Signature under $20,000.

Final Thoughts

It takes some digging to find good used car that’s safe, decently attractive, easy to drive, affordable, and with good driver-assist tech while not being overly tech-heavy. Remember that IIHS safety awards often hinge on headlights or optional crash-prevention systems, so check the exact year and trim level rather than just looking up the model name. There isn’t a single car here that can’t be had in good condition under that $20k mark, and they’re all very reliable and well-reviewed. It’s hard to go wrong.

You Can’t Beat Cheap

Even the Bolt’s top-tier RS trim comes in under $35k. The starting price? $28,995. This is by far the Bolt’s best selling point and its biggest attribute. At this end of the market, you can’t beat cheap, and the Bolt is among the cheapest. While the Slate truck is cheaper, the Bolt packs a lot of features Slate owners will have to add later, like screens, powered windows, and more.

The next priciest EV in the American market is the Nissan Leaf, and though it’s a worthy step up, it still isn’t as cheap as the Bolt, starting at $29,990. The one you want will run you more than $30k easily. Even the tiny Fiat 500e costs more, starting at $35,700. When comes to value, the Bolt is nearly impossible to beat.

It’s Zippy, Not Fast

The Bolt feels really nice to drive. It’s zippy, with around 200 horsepower. It feels like my old VW GTI, which was plenty quick enough. Chevy says the Bolt will get to 60 in about 7 seconds, which is quick enough. While it’s a bummer the EV doesn’t have all-wheel drive, its dimensions do make it a great city car. The Bolt is easy to park, and a few handy cameras only add to that. The new braking system feels better than the old Bolt, too, and the driver aids are top-notch.

The Bolt Feels Small Without Compromise

View the 3 images of this gallery on the original article

Despite its small size, the updated Chevrolet Bolt feels big on the inside. The rear floor is flat, and so are the rear seats, creating a wide, spacious place for occupants to hang out in. This feeling of airiness is carried over to the front of the EV, where the low dash and doors help you feel like you’ve got a commanding view of your surroundings.

New Powertrain Updates Make The Bolt Better

The Bolt’s drivetrain updates make it significantly more appetizing. The new powertrain is ripped from the Equinox EV, making 210 horsepower. The updated charging system features a Tesla-style NACS port for better compatibility and higher speeds of up to 150 kilowatts. Regen now has three levels of adjustment, too, which allows drivers to dial in how their car feels. The Bolt’s range also grows to around 262 miles, per the EPA.

No Carplay Is A Screw-Up

The Bolt’s Google-based UI works pretty alright. During my week with the car, I never had a problem getting from A to B with it. The Bluetooth worked flawlessly, and Google Maps did too. But I missed phone projection. There’s a level of intergration there that automakers still struggle to replicate, and the Bolt, try though it might, didn’t quite nail the system well enough to make me forget about Carplay and Android Auto. Chevy’s stubborn insistence on this matter expands beyond just the Bolt, but it has to be noted here too.

This time, it reads as cost-cutting. Automakers don’t want to pay for this feature, and Chevrolet is blatantly cutting costs in skipping this. Lots of the car’s other controls are also in the screen, including a simple headlight switch; functionality I expect to be able to quickly manipulate.

Uncomfortable Front Seats Let Down A Great EV

The Bolt is, at its core, an economy car. Compromises have to be made to hit a price point. But one of those places shouldn’t be in the front seats. These here are too flat and lack a lot of the support I want to see that’ll keep a car comfy over long trips. The back seats also pose the same problem, and are over-flat and lack any real support.

All-Wheel Drive Should Be A No-Brainer

The Bolt is fun. It’s a zippy little car, and with 210 horsepower and 169 lb-ft of torque, it feels like a gas-powered hot hatch. The instant torque from the electric motors is great, too. However, the Bolt is only available with front-wheel drive, which I consider to be something of an oversight. While it’s clear a larger battery would be needed to deliver on range figures, the car could certainly benefit from the added zip and four-season capability. As it sits now, the Bolt feels quick, taking 7.1 seconds to hit 60, but it’s not quite as rapid as all-wheel drive options in the segment.

RS Doesn’t Mean Much Here

This RS model, which is supposed to be a sportier option, is really only that in name. In fact, the only differntiating items are some sportier styling elements like the black wheels and grille. The rest adds optional features from lower down in the lineup as standard, like the Comfort package. Not so sporty.

Range Doesn’t Quite Stack Up

The Bolt’s updated powertrain is just that, but it doesn’t quite keep pace with range figures from competitors. The EPA says the BOlt can hit 262 miles on a charge, but real-world range is often less. For reference, the only slightly more expensive Nissan Leaf will do around 310 miles on a charge.

It gives you three pedals, a six-speed manual transmission, 320 horsepower sent exclusively through the front wheels, and so much mechanical feedback that even an ordinary commute feels like something you can actively look forward to. And it still gives you five seats and a huge liftback. After roughly 500 kilometers around Vancouver, up the Sea-to-Sky Highway, and through an evening drive along Squamish Valley Road, that combination ultimately made the Integra Type S my favorite car I’ve reviewed all year. It’s by no means the fastest, nor the most expensive, nor the most exotic. It is, however, the one car that made me feel most understood.

The Integra Type S Doesn’t Need To Apologize For Being A Civic Type R

First off, let’s get something important out of the way: Yes, the Integra Type S shares a lot with the Honda Civic Type R. As far as I’m concerned, that’s an excellent thing. The Type R is one of the most respected front-wheel-drive performance cars ever built, so pretending Acura should distance itself from that lineage would be like criticizing Lexus for borrowing engineering from Toyota. The Type S gets a 2.0-liter turbocharged four-cylinder producing 320 horsepower and 310 lb-ft of torque, a helical limited-slip differential, adaptive dampers, Brembo four-piston front brakes and, critically, a six-speed manual transmission.

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What Acura does is polish the Civic Type R’s formula through a distinctly North American lens. If the Civic Type R is a bit like an athlete in full track sweats, the Integra Type S is that same athlete after practice, freshly showered and wearing a well-fitted polo, but still perfectly capable of outrunning you. It’s just a bit more presentable and in tune with the North American automotive palate.

Powertrain: 9.8/10

Three hundred and twenty horsepower might not sound like much by modern standards, but in this particular application, it’s more than ample. That’s a surprisingly refreshing sentence to write in an era when 500 horsepower has become attainable in vehicles designed to carry children to soccer practice. The Type S still never felt slow—its turbo spools quickly, the midrange is muscular, and the engine enthusiastically rewards running toward its 7,000-rpm redline. Power delivery feels progressive rather than explosive, and the gearing keeps the engine where you want it. More importantly, Acura has performed some kind of voodoo witchcraft with the front axle.

Floor it in pretty much any gear with traction control enabled, and the Type S shoots forward without hesitation. I experienced virtually no torque steer and little unwanted wheelspin. The traction-control system also doesn’t immediately panic and strangle the engine whenever you ask for full power. Instead, the limited-slip differential lets the front tires do something wonderful through a corner: you can apply power, and in true Honda Type R fashion, the car seems to pull itself toward the apex. The Integra doesn’t make you forget that it’s front-wheel drive—it actually makes you appreciate it.

You get less drivetrain weight than an AWD rival, eager turn-in, and that wonderful sensation of the front tires dragging the car exactly where you’ve pointed them, without most of the traditional drawbacks often associated with FWD cars, such as torque steer and understeer. The GR Corolla and Golf R might launch harder, but personally, I couldn’t care less. On the best kinds of roads, the Integra speaks a language I understand much better.

This Might Be The Best Manual I’ve Ever Used

Then there’s the gearbox. The Integra Type S’s six-speed manual is one of—if not the—most satisfying transmissions I’ve ever operated. The throws aren’t so short that shifting becomes an on-off switch, nor so long that changing gear feels cumbersome. There’s exactly enough mechanical sensation to communicate what the transmission is doing without ever feeling clunky, and the clutch is just as good. It isn’t particularly heavy, yet feedback remains present throughout its travel, and the bite point is wonderfully easy to judge. Even while crawling through Vancouver traffic, I never felt as if I was being punished for driving a manual.

Acura includes automatic rev matching, and it works extremely well. I mostly left it switched off on the street because performing my own rev-matched downshifts is part of why I want three pedals in the first place. The pedals and gearbox make it remarkably intuitive, and I felt it’d be a shame not to enjoy those sensations whenever possible. I liked this manual even more than the one in the Porsche 911 GT3 Touring, and I think it just edges out the excellent transmission in the ND3 Mazda MX-5 and the Aisin 5-speed in the Polaris Slingshot SLR. Say what you will, but as far as I’m concerned, if the turbocharged 2.0-liter is the Integra Type S’s beating heart, then the manual gearbox is its inimitable soul.

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Then There’s The Noise

The Type S also gets something the Civic Type R can’t fully replicate: an exhaust developed without the same need to satisfy all the global noise regulations imposed on the internationally sold Honda. The Acura deletes a resonator found in the Type R’s system, and its North American exclusivity allowed engineers to give Sport+ a considerably rowdier personality. And thank goodness they did. The engine itself feels buzzy and alive, but the exhaust transforms it entirely. In Sport+, lifting off the throttle regularly produces addictive pops and crackles without descending into cartoonish tomfoolery. Soon you learn which little movements summon them, and then you can’t help but chase after them.

Around town, my preferred Individual configuration placed nearly everything in its most aggressive setting while leaving the adaptive dampers in Comfort. That meant an enthusiastic throttle response and an uncorked exhaust without unnecessarily punishing my spine. On a winding road, one button put everything back into full Sport+.

Driving Impressions: Like A Bionic Arm

The best performance cars don’t feel like tools you’re operating. At some point, they begin to feel like extensions of your own body, and the Integra Type S came closer to that sensation than almost anything I’ve driven—the ND3 MX-5, once again, coming a close second. Steering weight is excellent, accuracy is phenomenal, and the front end eagerly responds to your inputs, while the brakes provide equally reassuring feedback. The suspension allows enough movement to communicate what the chassis is doing, but never so much that it feels loose. Think of a really dense Jell-O mold. The entire car moves, compresses, and settles nicely as a unit, rather than acting like suspension travel is some sort of engineering defect that should be eliminated entirely.

On the meandering twists and turns of Squamish Valley Road, about an hour north of Vancouver, British Columbia, the Type S felt like dancing a duet with a telepathic clone of myself. Each input seemed to produce exactly the response I was expecting. Or perhaps the better description is that driving it feels like strapping yourself into a bionic arm. The car doesn’t disappear around you; it simply becomes a part of you. While Comfort mode handles broken Vancouver pavement surprisingly well, Sport+ never becomes brutally harsh; highway stability is excellent, and road noise is perfectly reasonable for a vehicle wearing serious performance tires while also serving as a premium-branded aspirational vehicle. I expected at least some compromise here, but I struggled to find any.

Technology: 9.3/10

The Integra’s technology feels slightly dated compared with Acura’s latest interiors, and especially so when compared with what some other brands are offering these days. But I don’t particularly care. The 9-inch touchscreen is clear and uncomplicated, Wireless Apple CarPlay works reliably, climate controls remain physical, and driver-assistance systems generally stay out of your way. In an industry increasingly obsessed with turning dashboards into scale models of Times Square, the relative simplicity is refreshing, especially in a vehicle as remarkably driver-centric as this one.

Then there’s the 16-speaker ELS Studio 3D audio system. Sixteen speakers in a compact car. It’s fantastic, and exactly the kind of indulgence that helps justify buying the Acura over its less-expensive Honda sibling. Acura also includes a head-up display, wireless charging, and configurable drive modes. The best sound system remains the triple exhaust, though.

Exterior: 9.5/10

I adore the way this particular Platinum White Pearl Type S looks. White over red is an obvious callback to some of Honda’s most iconic performance-car configurations, but the metallic pearl finish, distinctive Acura grille, and widened fender arches give it a different, more assertive character altogether. Plus, its three exhaust tips are inherently better than two for the same reason the three-breasted alien in Total Recall was so memorable. The more the merrier, I guess. Also, unlike the Civic Type R, there’s no giant rear wing, and I like that. The Type S sacrifices some of Honda’s visual distinctiveness as a result, but it becomes far easier to picture arriving at an office, restaurant, or formal event without looking like you took a wrong turn on the way to the racetrack. It still puts forth an aggressive attitude, but the Integra Type S knows how to dress itself a bit better.

Interior: 8.8/10

The Civic/Integra relationship is most obvious inside the cabin. Its dashboard architecture, switchgear, and general layout feel incredibly familiar, and at this price point, some buyers might reasonably wish Acura had differentiated things further. Again, this is something that never really bothered me. The Civic already has an attractive, ergonomically excellent interior. Acura adds red leather upholstery, metallic trim accents, and more upscale materials to elevate the experience without pretending the family resemblance doesn’t exist. The seats themselves strike another excellent compromise: comfortable during ordinary driving, but supportive when the road gets interesting. I’m also delighted that Acura deleted the moonroof. Acura lists “Moonroof Delete” as an integral part of the Type S package, reducing unnecessary weight while avoiding a hole in the roof structure. Ventilated seats? More unnecessary weight. You can keep ’em, BMW buyers.

Acura Came One Rectangular Hole Away From Perfection

The Integra’s spacious liftback makes the Integra dramatically more useful than a conventional sports sedan. Four adults fit comfortably enough; the cargo opening is enormous, and daily practicality is excellent. But this would be less of a review and more of a love letter if I didn’t mention at least one improvement I’d like to be made to the Integra Type S: the rear bench folds 60/40, but there’s no narrow center pass-through for skis or golf clubs. For my own winter use, that means transporting skis while carrying two rear passengers forces one person toward the cramped middle seat—or requires installing a roof rack. As much as I’d normally like the utilitarian look of a roof rack, I wouldn’t want one here. It adds weight, aerodynamic drag, and wind resistance, and more importantly, I don’t think one belongs on this car. Give me a ski pass-through, and I genuinely struggle to identify another meaningful practical flaw.

Value: 8.4/10

The Integra Type S isn’t cheap: the Canadian MSRP is around $58,400 CAD before freight and fees, while Acura lists it at $53,900 USD in the United States. That’s Golf R and entry-level German performance-car territory. And yet I’d take the Integra over an Audi S3 every single time—and I say that as someone who has owned an S3. The Civic Type R is still the stronger pure-value proposition. It gives you the fundamental chassis and powertrain experience at a lower price, and that’s why I’d probably buy the Honda myself if I were choosing between the two. But Acura’s premium buys a far more entertaining exhaust system, better cabin presentation, excellent ELS audio, heated leather-trimmed accommodations, and greater visual maturity. The exclusivity matters, too. This is front-wheel drive and manual-only—there’s no automatic version designed to capture another few thousand buyers, and that stubbornness has real value. My observed fuel economy of roughly 20 mpg wasn’t particularly impressive for a compact car either, although Acura officially rates the Type S at 9.9 L/100 km combined in Canada. Considering how often I found excuses to hear that exhaust, I can live with it.

Verdict: 9.6/10—The Car That Made Me Feel Seen

As I’ve said before, the 2026 Acura Integra Type S is, without a doubt, my favorite car I’ve tested all year, but I want to be precise about what that means. I’ve driven cars that offer far greater value propositions, cars that are far faster around a track and on the road, cars that cost at least three times as much, and cars that are infinitely more technologically innovative. But every once in a while, you encounter a car whose creators seem to understand something you thought the whole world had completely forgotten. Reading a Hemingway novel can produce a similar feeling: someone separated from you by circumstances and experience somehow arranges familiar ideas in such a way that you no longer feel alone in your individual observations about the world and of life, even if only for a brief moment. The Integra Type S did precisely that for me.

The Integra Type S believes a performance car can be front-wheel drive without apologizing for it. It believes a manual transmission is worth retaining because participation itself has value. It believes steering feel matters, that an exhaust should make you smile, and that a car can be serious without being miserable. Then it provides five seats, a hatchback, a tremendous stereo, and enough refinement to drive to work every morning and complete the regular weekly routine of life. Most importantly, the Integra Type S feels like it understands you, respects you, and trusts you completely.

It isn’t perfect. The dashboard still looks like a Civic’s, fuel economy isn’t great, and Acura apparently has something against skiing or golfing with two comfortable rear passengers. But those criticisms feel almost embarrassingly minor compared with how cohesive the rest of the car is. The Type S doesn’t isolate you from driving like so many modern cars—it invites you not just to be a part of it, but to take the reins and command it. In a modern automotive landscape increasingly defined by automation, screens, and homogenization, this Acura felt, above all else, like a small but bright glimmer of hope. When Acura finally came to collect the keys, I couldn’t help but feel as though I were already saying goodbye to a dear old friend. And that’s precisely the best way to sum up how the car feels: like the kind of best friend who’s attached at the hip, because their partnership simultaneously makes life easier and more rewarding.

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Since 2021, the Volkswagen Golf only comes in two flavors in America. You have a choice between GTI or R, and you can’t have a ‘regular’ model. Indeed, when the MK7 Golf wrapped up sales in the U.S., Volkswagen dropped those non-sporting versions of the much-loved hatchback.

Meanwhile, the MK8 Golf is still available in a variety of engine choices elsewhere, from turbo-gas, diesel, and even plug-in hybrid. But, more recently, it introduced a hybrid engine for the much-loved hatchback to cater to those who aren’t quite ready to go for a PHEV or full EV just yet.

The More Efficient Option

In Europe, VW offers a mild-hybrid version of the Golf, but it still largely relies on the gas engine to operate. The new Golf Hybrid operates in the same way as a Civic Hybrid, meaning it’s a parallel system that leans more into battery power.

In this case, it pairs the 1.5 TSI evo2 engine with two electric motors and a compact 1.6 kWh battery pack. It’s all integrated into the floor of the vehicle rather than the trunk, so there’s little penalty in terms of practicality.

According to VW, the hybrid Golf has a 10 to 15% efficiency advantage over the mild-hybrid Golf 1.5 eTSI. Not only that, VW reckons efficiency in city driving is up by another 35%. As for power, it makes 168 hp and 228 lb-ft. It’s no GTI, but it’s enough for a sub 7.5-second 0 to 60 mph run.

The Model It Always Needed?

For the longest time, the Golf wasn’t offered with a parallel hybrid system. In European markets, it was either mild-hybrid or PHEV, with no choice in between. Meanwhile, Toyota and Honda have always offered full hybrids over there, providing a middle ground for those looking for a simple, electrified vehicle that doesn’t need plugging in but still offers great fuel economy.

Based on European cycle ratings, the Golf Hybrid has a combined fuel economy figure of 4.6 liters/100 km. Convert that to imperial, and you’re looking at an impressive 51.1 MPG. Sure, the plug-in hybrid can do better, but only if the owner actually commits to the plugging-in part. This powertrain is also made available in the new T-Roc, but sadly, not an option for the Golf wagon, at least for now. We’re willing to bet it’ll be a popular option for the longroof version.

Can America Get it?

By the looks of things, the odds of the Golf Hybrid ever making it to the U.S. are slim. That’s mainly because these are built in Germany, and VW of America is burdened by a lot of tariffs at the moment. It might be hard to price these competitively, especially against something like the Civic Hybrid or Elantra Hybrid.

The Golf GTI in the U.S starts a little under $35,000, and it might be difficult for VW of America to make the Golf Hybrid go below $30,000. Still, it would be great for America to have it, even if the hatchback market isn’t exactly big in the U.S.

Driving enthusiasts with kids and a budget are a fussy bunch. We want driving fun, fuel savings, space, and easy controls (at least that’s what I want). If I can get a manual transmission with it, then even better. But you can rarely have it all, especially these days. One car recently convinced me that I don’t have to sacrifice everything in the name of family and practicality.

The 2026 Honda Civic Hybrid is the kind of car that brings a smile to my face in almost every way. It is not a hot hatch, it does not offer a manual transmission (you can’t even get a regular gas Civic with a manual anymore), and it will not turn heads like a low-slung sports coupe. But as an everyday compact sedan or hatchback, it gets remarkably close to my ideal formula: attractive, efficient, genuinely enjoyable to drive, and really easy to live with. Here are four reasons the Civic Hybrid checks almost all of my boxes.

1. Real Automotive Style

The Civic Hybrid looks pretty much like a gas Civic, meaning attractive. You can only really tell it’s a hybrid based on the badge. Whether you choose the sedan or hatchback, the Civic has clean proportions, a low hood, a wide stance, and sharp but modest detailing that has aged well. It looks like a sporty car first—not a tree-hugging fuel sipper. The refresh in 2025 gave it a more aggressive lower front fascia without making it look cartoonish.

The hatchback is the more appealing shape for buyers who value utility and a sportier profile, while the sedan looks only subtly different with a slightly more mature vibe. Sport Touring models add visual appeal with modesty and added sportiness. The result is a hybrid whose true identity is somewhat masked, and that’s good. It looks purposeful, clean, and more expensive than most of the competition, with maybe the exception of the Mazda3. It’s more adventurous than a Corolla and less dramatic than a Sentra. I count that as a win.

2. Real Driving Dynamics

Most compact hybrids are built around fuel efficiency, sacrificing driving fun. The Civic Hybrid is unequivocally both. It’s almost shocking how rewarding it is to drive. You can toss it around, and it responds. Steering is taut and actually has feedback. Body motions are well controlled, and the ride avoids the floaty, disconnected feel that can make some hybrids isolated and boring. Compared to the Civic Hybrid, the Corolla Hybrid feel spongy and the Elantra Hybrid is vague.

Honda’s hybrid system combines a 2.0-liter four-cylinder engine with electric motors for a total output of 200 horsepower. That number matches the manual-only Civic Si (which is going away after this year)—and notably more power than every affordable compact hybrid sedan made today. Electric-motor torque also gives the Civic Hybrid prompt response from a stop, making it feel downright rapid in traffic and from stoplights. I enjoyed driving it every time I got behind the wheel. It’s a hybrid that will make you smile, and not just because of the savings.

3. Fuel Efficiency Without the Usual Penalty

Fuel economy is the Civic Hybrid’s strongest suit, but its appeal is how little sacrifice is required to achieve it. EPA ratings reach as high as 50 mpg combined for the Civic Hybrid sedan in certain trims, while hatchback versions remain highly efficient as well. In real-world driving where gas costs keep climbing with seemingly no end in sight, that means lower running costs and no charging. You can even drive it hard and still get great efficiency. I drove the hybrid sedan for a week in Sport mode and managed 36 mpg.

For shoppers who are intrigued by EV ownership but are not ready to rely on public charging—or who simply want one car that can handle city commuting, long highway drives, and cold-weather operation without worry—the Civic Hybrid strikes a great note. It offers much of the everyday fuel-saving benefit people expect from an electrified vehicle while retaining the convenience of gas.

4. User Friendliness Is a Major Advantage

The Civic Hybrid’s cabin is just like the gas-only Civic. Honda managed to make one of the most user-friendly interiors in the industry. It doesn’t have a huge screen or haptic feedback panels, and that’s why it’s so good. The big climate control knobs are knurled, the traditional shift knob makes it a cinch, and the honeycomb vents and adjustment stalks make comfort fuss-free.

It’s also roomy for six-footers, and the rear seats have an astounding 37.4 inches of legroom. Honda’s infotainment interface is also generally easier to learn than systems that bury basic controls in touch-screen menus. The Civic Hybrid doesn’t require deep dives into layers of menus, and the learning curve is gentle.

Final Thoughts

For these reasons and more, I would buy the Civic Hybrid for my own family. lt may not satisfy every enthusiast preference, particularly for buyers like me who want three pedals or rear-wheel drive. But it covers the priorities that matter on nearly every commute: it looks good, drives like a champ, uses very little fuel, and makes daily driving anything but boring.

If you’ve been car shopping lately, you’ve probably noticed the vanishing act happening in the subcompact aisle. Hatchbacks are now an endangered species, affordable sedans are fading fast, and crossovers have muscled their way into just about every price range. That leaves buyers with slim pickings if they want something truly cheap. The Nissan Versa is still hanging on, but good luck finding one on a dealer lot. When those finally disappear, the small car scene in America will be looking pretty bleak.

All this is happening while new car prices keep climbing higher. If you’re hunting for a starter car, you’re basically being nudged into bigger, pricier rides just because there’s not much else left on the menu.

The Honda Fit was one of the victims of this trend. This plucky little hatchback left the US after 2020, taking its clever packaging, roomy interior, and wallet-friendly price with it. Meanwhile, the rest of the world kept getting new Fits, while we got more crossovers. Which begs the obvious question: is there any hope for a Fit comeback?

“Something We Can Consider and Look at.”

Road & Track put that exact question to American Honda during a media roundtable. Lance Woelfer, assistant vice president of auto sales at American Honda, acknowledged that affordability is becoming a bigger conversation for the company. He said there’s “a lot of customer interest in additional products from American Honda.” Woelfer pointed to the Civic and HR-V as Honda’s current entry-level offerings, adding that both models are in strong demand.

“I think from an affordability standpoint, we’re pretty well positioned with the Civic and with the HR-V,” Woelfer told R&T. “It gives us great entry-level products that consumers, basically, want more than we can build.”

He also hinted that demand is so strong, Honda could ramp up production for those models. But here’s the interesting part: Woelfer didn’t shut down the idea of the Fit making a comeback. In his words, “I think there’s opportunity there; it’s always something we can consider and look at.”

Sure, that’s not exactly a green light for the Fit’s return, but it’s also not the flat-out “no” you’d expect in an SUV-obsessed market.

The Fit Still Exists, Just Not in America

While the Fit vanished from American showrooms, it never really left the global stage. The latest version (pictured here), known as the Honda Jazz in plenty of places, is still one of Honda’s most practical little cars.

The latest Fit uses Honda’s familiar “Magic Seat” layout, giving it impressive cargo flexibility despite its compact footprint. It also comes with hybrid powertrains in several markets, making it even more appealing as fuel efficiency becomes a bigger priority overseas.

Ironically, the latest Fit shows just how much America’s small-car scene has changed. Across Asia and Europe, it’s still the go-to hatchback for first-time buyers and city dwellers. In Japan, you can snag one for about $11,200, which sounds like fantasy money compared to what new cars cost here now.

According to Woelfer, a lot of former Fit fans have drifted over to the HR-V as crossovers took over. The HR-V is now Honda’s starter car for folks who might have once picked a hatchback.

Still, as cheap cars get rarer and more people start looking for budget-friendly options again, Honda seems open to talking about it. Whether that means the Fit will actually return is anyone’s guess, but at least the door isn’t slammed shut.

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What To Expect From Hyundai’s Performance Goals

Hyundai did not provide many details beyond what we’ve discussed above, but the new performance vehicles will be offered globally. As noted by Auto Express, Hyundai also plans a new front-engine, rear-drive sports model. Whether this will be a supercar, a sports coupe, a convertible, or a sedan remains to be seen, but Hyundai may well be hinting at bringing the N Vision 74 concept to production, though that was initially planned to feature a hydrogen powertrain. We expect a hybrid powertrain, and Hyundai says an all-wheel-drive option will be offered, likely favoring the rear axle and potentially similar to what’s found under contemporary Genesis vehicles.

Related: Hyundai’s Handsome New Elantra Is Getting Wider and Wilder

At the same time, Hyundai will launch new versions of hot hatches, some of which aren’t sold in the U.S., like the i20N, and it plans a new high-performance entry-level SUV not unlike the Kona N. As with the rear-drive models coming, these will be hybridized. Altogether, Hyundai is expected to launch three FWD models, and possibly two more RWD and AWD cars. With seven cars planned, the remaining spots may be taken up by a small new high-performance EV and a Tucson N.

Autoblog’s Take

Hyundai is hard to fault, and its N models are especially exciting, with strong reputations for potent powertrains and sharp, engaging handling dynamics. Introducing pricier, more capable, RWD N models helps make the N badge look as serious as BMW M’s, pushing the whole Hyundai brand into a more premium space, while Genesis models take over as pricing rises further up the ladder. Simultaneously, the new High-Volume Performance models will act as Hyundai’s M Performance variants, introducing more buyers to fun cars without the premium pricing, building a love for the brand at a lower MSRP and giving the full-fat N models more room to push the performance envelope and justify their higher stickers. We look forward to seeing what Hyundai has planned between now and the end of the decade, and given how quickly the company has worked in the past, it won’t be long before more concrete details, including powertrains and body styles, will be revealed.

One 2026 Toyota Prius has provided a pretty compelling answer. Used as a medical supply transporter, Shane Somers’ Prius LE covered 100,000 miles in just eight months, shuttling supplies to hospitals and nursing homes. Despite the brutal mileage, Somers told The Drive that his car remains in excellent condition and has needed nothing beyond routine maintenance.

100,000 Problem-Free Miles

The Prius’ maintenance record is remarkably ordinary considering how much driving it has seen. In those eight months, it received 10 oil changes, 13 tire rotations, 3 engine air filters, 3 cabin air filters, an engine coolant and inverter service, one alignment, and a set of front wipers. The only real hiccup involved its factory tires, which suffered five flats before being replaced with Goodyear Assurance tires, which reportedly haven’t suffered the same fate.

More importantly, there have been no reported major mechanical failures. Somers says the Prius is still running well, while even its heavily used driver’s seat remains in surprisingly good condition. That is quite a feat for a car averaging more than 12,000 miles every month.

The Hybrid Powertrain Has Taken It All in Stride

The entry-level 2026 Prius LE uses a 2.0-liter four-cylinder hybrid powertrain producing 194 hp. It’s paired to an electronically controlled CVT and achieves an EPA-estimated 57 mpg combined (Somers averaged 48.3 MPG). Hybrid powertrains have historically made some buyers nervous because they mix conventional mechanical components with batteries and electric motors, creating complex powertrain combinations.

A heavily used example like this Prius provides an interesting real-world test of how all that hardware holds up under extreme use. It’s worth noting that the Prius has built a strong reliability reputation over the years, earning a 4 out of 5 RepairPal Reliability Rating. This particular example takes that reputation to an extreme, covering 100,000 miles in less than a year while basically just doing scheduled maintenance.

Another Strong Case for Toyota Reliability

The Prius is hardly the only Toyota known for going the distance. Models like the Corolla and Camry have long been associated with dependable daily transportation, while the new RAV4 has earned itself a reliable reputation. Of course, one Prius can’t prove that every Toyota hybrid will sail through 100,000 miles without a problem. Yet, you can’t ignore this Prius’ achievement.

Somers’ Prius has covered more than seven times the distance the average U.S. driver would cover in eight months. Aside from its immaterial tire troubles and routine servicing, it has done so without the need for any repairs. For anyone concerned that a hybrid is inherently a risky choice, 100,000 miles of exceptionally hard use without a major failure is a pretty persuasive counterargument.

For the 25th year of the modern Mini, the icon is getting a total of eight limited-edition drops spread throughout the year. The Rooftop edition uses the Mini Cooper S 2 Door and the Mini Cooper S 4 Door to create its playful vision. The company wants to build hype while telling stories about the Mini brand through its releases, and the latest one is something to see.

The Rooftop Edition is technically a double drop, but it’s the same car. This release follows Mini’s other drops throughout 2026, which include the 1965 Victory Edition, the Red Line Edition, the Paul Smith Editions, and the Heritage Edition.

Mini’s Limited Run Rooftop is a playful twist on an iconic Mini design element: the contrasting roof. When you flip the script, what happens? Apparently, the Rooftop edition.

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A Negative

What Mini’s created here is essentially a car and a negative of said car, in a way. The color-flipped configuration of the two models pairs nicely with one another. I guess you could say you’d be tempted to get two in order to complete the set. Anyway, Mini used notable hues in this release: Indigo Sunset Blue Metallic and Melting Silver III Metallic. With these two colors, the brand was able to create four distinct configurations across two body styles.

The inspiration for this edition was the iconic contrast roof that Minis are known to come with. What’s usually an accent is now a central thought in the paint scheme of the Rooftop Edition.

As you’d expect, all of the contrasting elements you’d usually find in a Mini, like the roof, mirror caps, and decals, are flipped between the two models. Customers can choose between the Sunset Blue Metallic with the Melting Silver III Metallic accents or the inverse of that. Furthermore, customers also have a choice between a 2-door or a 4-door Cooper.

While the exterior is playful and paired up, the interior color palette is not as bold. The black interior is more restrained compared to the exterior, but it’s a modern cabin with all the trimmings. Mini was able to put in John Cooper Works sport seats and add subtle detailing all throughout. You could say that the interior is an afterthought, but Mini says that it’s subtle to ensure that the exterior color gets all the limelight.

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Cooper S

Regardless of what color combination that customers go with, the base that Mini chose to go with is as fun as ever. The hatchback comes with a turbocharged four-cylinder that makes 201 horsepower and 221 lbs-ft of torque.

Mini didn’t expound so much on the other specifications of the Rooftop Edition, but they did give a list of options, which include the Iconic Trim with Comfort Package Plus, which includes parking assistance, keyless entry, and more. Apart from that, we also know that you get power front seats with active driver seat and lumbar support, piano black exterior trim, and, interestingly enough, the Rooftop Edition package actually costs $1,595 on top of base MSRP.

For the Mini Cooper S 2-Door, it’ll cost $39,995 plus $1,350 for destination and handling. The 4-door, on the other hand, comes in at $40,995 plus $1,350 for destination and handling. The production of the 2027 Mini Cooper S Rooftop Edition will start in September 2026, and it’s expected to arrive at Mini Dealers in the United States beginning in October 2026.

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It’s been 25 years since Honda first put its hybrid system in the Civic. The seventh- to ninth-gen models were available with a hybrid option, but the tenth skipped out as the Insight handled those duties. This time around, the hybrid is back, and it’s punchier than ever.

Reintroduced in the eleventh-generation model, the eleventh-gen Civic hybrid is available in both sedan and hatchback body styles. It debuted alongside the facelifted Civic for the 2025 model year, so it’s still a relatively fresh car. With that, the 2026 is a carryover from last year.

2026 Honda Civic Hybrid Lease Deals for August

Honda is offering lease deals for both sedan and hatchback versions of the Civic Hybrid. For the sedan, it’s $259 for 36 months with $3,999 due at signing, specifically for the Sport model. If you prefer the hatchback, the Sport Touring can be leased for $299 for 36 months with $4,199 due at signing.

These special rates are part of Honda’s Summer Event promo that offers special pricing for leasing and financing. It’s 10,000 miles per year for both sedan and hatchback, and it’s $0.20 per mile exceeded. The Summer Event promo and these monthly rates are valid until September 8, 2026.

2026 Honda Civic Hybrid Highlights

For the Civic Hybrid sedan, the two trims available are the Sport and Sport Touring that carry base prices of $29,395 and $32,395, respectively. The hatchback has a slight premium but is also offered in Sport and Sport Touring guises, with prices ranging from $30,595 to $33,595. As mentioned, these cars are new for ’25, so the ’26 models are carryovers.

Standard equipment for both sedan and hatch include Honda Sensing, a sunroof, remote engine start, walk-away locks, Apple CarPlay and Android Auto, and heated front seats, a sunroof. Sport Touring models then add extra driving modes, heated side mirrors, wireless charging, wireless Apple CarPlay and Android Auto, Google built-in, and a Bose Premium sound system.

Powering both models is a 2.0-liter Atkinson Cycle engine mated to two electric motors. North American versions of the Civic Hybrid get the most powerful possible tune, making 200 hp combined with the electric motor churning 232 lb-ft on its own.

Final Thoughts

Given today’s cost of living and gas prices, every little dollar saved goes a long way. Your wallet will thank you for going for the Civic Hybrid, whether in sedan or hatchback guise. While more expensive than a Corolla Hybrid, you do get more car for the money, and solid residuals back that up. The Civic has always been a solid choice in its class, but the choice of hybrid power sweetens the deal. Oh, and the hatchback is surprisingly practical in ways the sedan can only dream of.

Disclaimer: This article is provided for informational purposes only. The information presented herein is based on manufacturer-provided lease offer information, which is subject to frequent change and may vary based on location, creditworthiness, and other factors. We are not a party to any lease agreements and assume no liability for the terms, conditions, availability, or accuracy of any lease offers mentioned. All terms, including but not limited to pricing, mileage allowances, and residual values, require direct verification with an authorized local OEM dealership. This article does not constitute financial advice or an endorsement of any particular lease or vehicle.

The 2026 Honda Civic continues to define the compact segment by pairing impressive fuel economy with snappy tech and an engaging driving experience. Manufacturer incentives currently highlight the Civic Sport Hatchback, offering buyers a versatile five-door setup equipped with a 150-horsepower 2.0-liter engine, a continuously variable transmission, and front-wheel drive. Dark exterior accents and large 18-inch alloy wheels give the Sport trim a distinctly sharp stance on the road.

Beneath its sculpted sheet metal, the 2026 Civic rides on an agile chassis that turns precise handling into a smooth daily commute. The interior stays user-friendly with straightforward controls, effortless smartphone integration, and up to 24.5 cubic feet of rear cargo space. Choosing a Honda Civic leasing agreement for this hatchback delivers optimal everyday practicality backed by proven Japanese reliability.

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Lease Offer Details

Drivers looking for new Civic lease deals can leverage the current promotional structure running through early fall. The table below outlines the exact financial terms for the available model, though you should visit the brand’s offer page for a more accurate offer tailored to your specific region.

Securing these terms requires top-tier credit approval through Honda Financial Services. Advertised payments exclude local sales taxes, vehicle registration, licensing fees, and dealer-installed accessories. Locking in this competitive Honda Civic lease price guarantees consistent monthly expenses until the current incentive program wraps up on September 8, 2026.

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Market Rivals

The compact hatchback battlefield remains fierce, forcing Honda to constantly justify its market dominance against close rivals. The Toyota Corolla Hatchback serves as a top competitor, offering impressive fuel economy and a stellar reputation for long-term reliability. The Mazda 3 Hatchback swings toward the luxury side, boasting an upscale cabin along with sporty driving dynamics. Meanwhile, the Subaru Impreza highlights standard all-wheel drive, catering directly to buyers who demand maximum traction in foul weather.

Evaluating these options reveals why so many shoppers keep searching for the best lease Honda Civic promotions. While rivals bring strong qualities, the Civic delivers the best mix of passenger room, strong resale equity, and daily fun. Taking advantage of these Honda Civic leasing incentives keeps your overall motoring costs well below current industry averages.

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Final Thoughts

When you look past the fine print, this revised 2026 Honda Civic lease deal represents an absolute home run for value-minded drivers. In a market where average new vehicle payments continue to spiral out of control, securing a versatile, brand-new hatchback for well under two hundred and fifty dollars a month feels like a genuine steal. You get a stylish, highly practical machine backed by full factory warranty coverage, effectively eliminating unexpected mechanical expenses over your entire term. The upfront cash requirement is slightly steep, but it performs the key task of anchoring your monthly out-of-pocket costs to an extremely comfortable baseline.

If you need a reliable, eye-catching daily driver that won’t pulverize your savings, you should jump on this promotion immediately. Civics historically retain incredible value, meaning the calculated residual figure gives you great flexibility when the contract ends. Do not sit on the sidelines for too long because once this September deadline passes, finding a new hatchback with a price tag like this will be nearly impossible.

Disclaimer: This article is provided for informational purposes only. The information presented herein is based on manufacturer-provided lease offer information, which is subject to frequent change and may vary based on location, creditworthiness, and other factors. We are not a party to any lease agreements and assume no liability for the terms, conditions, availability, or accuracy of any lease offers mentioned. All terms, including but not limited to pricing, mileage allowances, and residual values, require direct verification with an authorized local OEM dealership. This article does not constitute financial advice or an endorsement of any particular lease or vehicle.

Hot VW Golf R Could Help Keep Audi’s Five-Cylinder Alive

According to Autocar, Michl recently made comments indicating that Audi knows the five-cylinder engine is now an important part of its image, and dropping it from all cars would be a huge loss. “It’s so characteristic and also deeply rooted in history, so let’s see,” said Michl, adding, “The entrance into the RS world is important because having a brand statement like that is amazing. Emotion starts in the compact segment.” In other words, Michl believes that without a unique and exciting “entry-level” RS model, Audi could ultimately be sacrificing future sales of more potent products that these compact buyers would eventually graduate to, like the RS 5 and RS 6, for example. However, the abovementioned costs of adapting the RS 3’s engine to meet EU7 regulations would be far from negligible, and Audi may need help from elsewhere in the Volkswagen Group.

Related: Audi Is Finally Bringing Hybrids Back To America

“Negotiations are ongoing, so we’re not at the decision point yet,” said Michl. “Everybody really knows about the meaning, and therefore, we’re still evaluating with our colleagues from Audi AG.” At present, the RS 3 and Cupra’s Formentor (not sold in the U.S.) are the only vehicles to use Audi’s five-cylinder DNWA and DXHA engines, but the negotiations referred to may include talks of a rumored five-cylinder Golf R special edition for 2027. This is something Audi previously blocked in 2020, but it later allowed Cupra to pillage the parts bin, so it’s not inconceivable. If it happens, Audi may be able to recoup more of the financial burden of keeping the engine EU-compliant, spreading development costs across three vehicles instead of only one or two.

Why This Matters To American Audi Fans

As we mentioned at the outset, the five-cylinder turbo has no trouble meeting U.S. emissions standards, but it would be hard to imagine Audi engineering and developing an entirely new generation of RS 3 for only a handful of potential buyers – not without the asking price climbing considerably. But if Audi is willing to continue sharing the engine with Cupra and decides to do the same with Volkswagen, not only could the RS 3 live on at a reasonable MSRP, but it could also pave the way for the return of the RS Q3. And although Audi says its new Concept C sports car will sit above the discontinued TT and be sold exclusively as an EV, we’ve heard that line before. Fellow VW Group brand Porsche said its electric 718 replacement would not get combustion power before changing its mind in light of weak EV demand, and that’s important because the 718 project is critical to Audi’s electric sports car, which means Audi could decide to change tack in a few years if EVs still aren’t selling. Ultimately, it’s a tough spot for Audi, because hybridization adds weight, cost, and complexity, but dropping one of its signature engines would not have an insignificant impact on the brand either.

I still remember riding around my neighborhood in a right-hand-drive Mini Cooper built in the mid-1960s. I was fascinated by how much character and personality could be packed into such a tiny car.

The 2026 MINI Countryman SE ALL4 is definitely not tiny. In fact, compared with that little 1960s Mini (and most modern Minis), this thing is bloody enormous.

But somehow, MINI managed to keep some of that original character alive. And that’s what makes the Countryman SE so interesting. It also happens to be one of the most expensive MINIs you can buy, with prices easily pushing past $50,000.

So the obvious question is: Is it worth it?

Power and Performance

The Countryman SE ALL4 is powered by dual electric motors producing a combined 308 horsepower and 364 pound-feet of torque.

Power goes to all four wheels, and MINI claims a 0-to-60-mph time of around 5.4 seconds. That’s quick. But the numbers aren’t what make this MINI interesting.

It’s the way it drives.

I’ve said it before, and I’ll say it again: I consider the vast majority of EVs sold in America to be appliances. They’re efficient, comfortable, and perfectly competent, but very few actually make me want to drive them. In many ways, the Countryman SE does.

The battery’s low center of gravity helps keep body roll under control, while the relatively firm suspension gives the Countryman a surprisingly playful personality. Throw it into a corner, and it doesn’t feel like you’re driving a heavy electric crossover. It feels planted, responsive, and willing to play.

The ride can be a little firm over rough pavement, but I’ll gladly accept that trade-off for a vehicle that actually makes me smile. And that’s an important part of how I evaluate cars.

I don’t care if it costs $20,000 or $250,000. If it isn’t fun to drive, I’m probably going to lose interest.

The Countryman SE hasn’t given me that problem.

The Range Problem

Unfortunately, there is one big number that isn’t nearly as impressive.

The Countryman SE ALL4 has an EPA-estimated range of just 212 miles from its roughly 65-kWh battery. That’s not particularly impressive in today’s EV market.

Yes, real-world range can vary considerably depending on weather, driving style and speed, and some owners report doing better than the EPA number.

But when you’re spending more than $45,000, and potentially more than $50,000, I’d like to see a substantially wider range. DC fast charging can get the battery from 10% to 80% in roughly 30 minutes at up to 130 kW, which helps.

Still, range remains the Countryman’s biggest weakness.

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The MINI Interior Experience

This is where MINI gets weird, and I mean that as a compliment. The centerpiece of the cabin is a 9.4-inch circular OLED display mounted in the middle of the dashboard.

It’s unlike anything else on the market.

The graphics, animations, and various MINI Experience Modes give the interior a playful, almost retro-futuristic personality. Some of it feels like MINI’s designers spent a little too much time watching Japanese anime.

Related: Bentley’s First EV Will Have Something No Automaker Has Ever Attempted

I’m not complaining.

There are also physical buttons and switches, including a dedicated power switch and a conventional gear selector. I’m glad MINI kept them. The interior materials are interesting, the seats are comfortable and there’s enough room for five people. The cabin doesn’t feel like a traditional economy-car interior, either.

It feels distinctly MINI.

My biggest complaint isn’t the quality. It’s the lack of choice. I miss the days when you could actually configure a car exactly the way you wanted. With the Countryman, your options are increasingly tied to packages and trim levels.

Want this? You need that. Ugh.

Want that? Congratulations, you’ve just spent thousands of additional buckaroos. Bummer.

That’s becoming a problem throughout the industry, but it feels particularly strange for MINI, a brand built around personalization.

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Exterior Design

The Countryman SE is unmistakably MINI from the front and rear. From the side, however, things get a little more generic. It looks like a small crossover, because that’s exactly what it is.

The previous generations had a little more visual personality from every angle. The new Countryman relies heavily on its front and rear design to communicate that it’s a MINI.

Fortunately, there are plenty of wheel, paint and trim combinations that can make it more interesting. I’d recommend taking advantage of them.

The right combination of colors and wheels can transform the Countryman from “small crossover” into something considerably more distinctive.

The Biggest Problem Is the Price

Here’s where I struggle with the Countryman SE.

The electric Countryman starts around $45,000, and a well-equipped example can easily break the $50,000 barrier. That’s a lot of money for a vehicle with just 212 miles of EPA range. And it’s considerably more expensive than its gasoline-powered siblings.

The question isn’t whether it’s a good car.

It is.

The question is whether it’s a good value.

I’m not convinced.

If I were buying a Countryman as my daily driver, I’d probably choose the gasoline version and save the money.

Then again, there’s another problem. I’ve driven the electric SE. And I like it. A lot.

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Final Thoughts

This is one of those cars that makes my job difficult.

On paper, the Countryman SE ALL4 doesn’t make a particularly compelling argument. It’s expensive, its range is mediocre, and the vehicle has grown dramatically compared with the tiny Mini that originally captured my imagination.

But then I drive it.

And I smile.

The 308-horsepower dual-motor powertrain is quick, the low center of gravity makes it genuinely fun in corners, the cabin is comfortable and distinctive, and the whole thing has a personality that most modern EVs simply don’t have.

Would I pay more than $50,000 for one?

Probably not.

At least not today.

Related: 2027 Chevrolet Equinox EV vs. 2026 Hyundai Ioniq 5: Which EV SUV Is the Better Daily Driver?

I’d be much more interested in buying one after the first year or two, when depreciation has had a chance to do some of the negotiating for me. And that’s probably exactly what I’d do.

Because there’s something about this MINI that works particularly well for where I live. It’s comfortable, practical, relatively compact, entertaining and different enough to make the daily commute a little more interesting.

My significant other, who has owned a MINI Countryman before, also happens to really like it. She’s pushing me to buy one.

Oh, the humanity.

The Countryman SE isn’t perfect, and I’m still disappointed by its range and price. But MINI has managed to preserve something incredibly important as the Countryman has grown larger and more sophisticated.

Character.

It may be a very big MINI compared with the one I fell in love with as a kid, but it still makes me smile.

And honestly, that’s worth something.

Related: I Drove The 2026 Honda Prelude: Here’s My Honest Review Of Honda’s Hybrid Sports Coupe Comeback

The three-pedal car is supposed to be dead, despite all of the enthusiast outcry (including my own). Somebody forgot to tell Honda and Toyota. I spend a lot of time in vehicles that shift themselves, and most of them do it better than I ever could. But I care far less about 0-60 times than I do driver engagement and the physical coordination of gas, clutch, brake, and shift knob.

I drive a lot of cars during the course of a year, and most of them are crossovers with slushboxes. When a manual transmission cars shows up, I throw a party inside my brain. If somebody handed me $40,000 and told me to buy a new car with a clutch pedal, here’s exactly where I’d look.

2026 Acura Integra A-Spec with Technology Package – $39,200

I don’t love front-wheel drive sports cars, but the Integra is just so flippin’ good. It’s a nearly complete package of style, performance, refinement, and practicality. This is the grown-up answer, and it’s the one I keep coming back to. Acura only lets you have the six-speed manual on the A-Spec with Technology Package. It might not be the super-quick Integra Type S, but you have to pony up a lot more cash for that one, as it cost well over $50k.

What you get for sub-$40k money is a 1.5-liter turbo four making 200 horsepower and 192 lb-ft, which is the same engine as the Civic Si — Acura doesn’t pretend otherwise. The difference is everything wrapped around it. The Technology Package brings an adaptive damper system, a 16-speaker ELS Studio 3D audio setup, microsuede front seats, a head-up display, and a power driver’s seat with memory. Those adaptive dampers matter more than the spec sheet suggests: they let the Integra ride like a proper luxury compact on a broken Chicago side street and then firm up when you find a good road.

It’s also a hatchback, which means 24.3 cubic feet of cargo space and a shape that swallows luggage, camera gear, and dogs. Manual, 200 hp, 30 mpg combined, and a liftgate. That’s a hard package that does more than just perform. It strikes an excellent balance of engagement, performance, and everyday livability.

2026 Toyota GR86 – $31,500

If the Integra is the jack-of-all trades choice, Toyota’s naturally-aspirated, rear-wheel drive GR86 is the purist’s pick. I just finished driving one last week, and it’s so incredibly satisfying to drive that I’d take it over automatic transmission cars costing twice as much. It’s the only rear-wheel-drive car on this list and the only one where the manual gearbox feels like the entire point of the vehicle rather than an options selection. Nothing about its cabin is special, but who really cares? This one is all about the driving experience.

The 2.4-liter naturally aspirated boxer four makes 228 horsepower at 7,000 rpm and 184 lb-ft at 3,700 rpm, sent rearward through a six-speed manual and a standard limited-slip differential. While none of this sounds especially scintillating, you have to get behind the wheel to understand the magic that is the GR86. The balance, the steering, the connection with the road—it all comes together in the kind of balletic harmony that makes you want to drive all the time with no particular destination in mind. Sure, the suspension is firm and a bit jostling over rough pavement, but that’s a price I’d easily pay for the thrills the GR86 delivers.

Part of the driving magic is the GR86’s low curb weight. At around 2,850 pounds, the modestly powerful GR86 gets to 60 mph in 5.4 seconds and through the quarter in 14.0 flat. More important, it’s the rare modern car that talks to you even when speeds aren’t track-level. And well within a $40,000 budget, you have real room left over — the $1,500 Performance Package adds Brembo brakes and SACHS dampers, and you can still buy a set of track tires.

2026 Honda Civic Si – $31,495

The Civic Si is a car that does a lot really well, only it’s less refined than the Acura and less dynamic that the GR86. Still, it’s the one I’d recommend to almost anyone, and it’s the cheapest car here by a hair’s breadth. It’s also the only car here that has a single trim choice. The Civic Si is one of those wonderful cars whose existence is a bit of a mystery in the current automotive milieu. The regular Civic is very good all on its own. The Civic Hybrid is almost as engaging and quicker. The Civic Type R delivers more performance.

But the Si is the only one that has power, engagement, practicality, a low price of entry, and a stick shift. That’s enough to make this list and the only Civic that qualifies. Its 200-hp, 192-lb-ft turbo 1.5-liter drives the front wheels through what Car and Driver flatly calls one of the best six-speed manuals in the business, with a standard limited-slip differential and rev-matching you can switch off. It’s rated 27 city, 37 highway, 31 combined, and it’s still a four-door sedan with a back seat adults can use.

Final Thoughts

There isn’t a bad car on this list. The GR86 is the enthusiast’s pick simply because it has RWD and, consequently, the best driving dynamics here. The Civic Si is for the pragmatist. But it’s the Integra that does it all very well. Four doors, stylish, refined, practical, and that all-important six-speed manual transmission. It’s the car just about anyone can live with, and it’s still less than $40k even if you add a premium paint selection. As a dad of three, I’m inclined to choose this route over the other two, and it’s a car my wife can also drive without feeling like she’s married to a middle-aged boy racer.

But the bigger problem with the new Prelude isn’t that one person mistook it for something electric and generic. The bigger problem is that after a week living with it in Vancouver, I started to understand why they did. The Prelude is smooth, efficient, quiet, easy to drive, and technically interesting, but it’s also strangely short on emotional definition. The more time I spent with it, the more it felt like an enthusiast car for people who aren’t car enthusiasts. Someone who wants something cool and sporty-looking to show off in, but still insists on a comfortable, efficient, pain-free experience of living with it. That’s not necessarily a bad idea, and, in fact, it’s a uniquely Honda idea, if past attempts such as the CR-Z are anything to go by. It just isn’t a very thrilling one.

Specs And Pricing

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Honda prices the 2026 Prelude at $42,000 in the U.S., before a $1,195 destination charge. The car uses Honda’s two-motor hybrid system, makes 200 total system horsepower, runs on regular unleaded, and is EPA-rated at 46 mpg city, 41 mpg highway, and 44 mpg combined. In Canada, published pricing lists the Prelude at $49,990 CAD MSRP, with delivery and other non-negotiable charges bringing it to $52,987 CAD.

Powertrain: 7.7/10

Honda still makes one of the best hybrid systems in the business. That’s the Prelude’s greatest defence, but it’s also part of its problem. Around Vancouver, especially in moderate-to-heavy traffic, the hybrid system is excellent. It’s quiet, smooth, efficient, and easy to drive. If most of your life behind the wheel exists in stop-and-go traffic, the Prelude does that better than anything else it rivals simply by virtue of being a calm, reliable-feeling Honda hybrid.

It also takes regular gas, which my wallet appreciated. Over my week with it, I averaged 5.5 L/100 km, which is excellent for something that looks so aggressively sporty. To some buyers, that number will be a huge part of the appeal. To me, though, a car like this was never really about efficiency. Efficiency was supposed to be a byproduct of lightweight, low-displacement, and clever engineering. It was never supposed to feel like the main mission.

The Prelude is quick enough around town, and on tighter roads, it certainly doesn’t feel slow. The electric motor helps it respond quickly, and the hybrid system feels refined, as modern Hondas often do. But on longer, faster, more meandering stretches of road, the car began to feel underwhelming in ways a Subaru BRZ or Mazda MX-5 simply does not. The engine note is a bit sterile, even though the power delivery is competent. The whole thing works beautifully as a means of transportation, but it rarely feels like something you would take the long way home to experience again.

Honda S+ Shift: 6.8/10

Honda S+ Shift is the Prelude’s strangest trick. Technically, it is interesting. The system really does create the sensation of shifting gears, even though the Prelude’s hybrid system doesn’t have a conventional multi-gear transmission. Honda says S+ Shift lets the driver “feel, hear, and see” performance shifts, and in practice, it does make the car feel more mechanical than a normal hybrid under hard acceleration. The problem is how much—or, rather, how little—control the system actually gives you.

You can pull a paddle and ask for a shift, and it will shift, but the system is hesitant to fully hand authority over to the driver. It almost immediately starts managing things by itself again, as if to say, “Thanks for the suggestion, but I’ll take it from here.” That might get a pass in a Civic Hybrid, but in a revived Prelude, it feels like Honda built a clever solution to a problem it created for itself by not giving the car a transmission enthusiasts actually wanted. S+ Shift isn’t completely useless—it does some theatre, and makes the car more interesting than it would otherwise be. But it also highlights the gap between simulated engagement and real involvement, and for anyone who truly wants to shift gears, this system simply can’t match the authenticity of even a conventional automatic gearbox, let alone a proper manual transmission.

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Driving Dynamics: 7.8/10

Underneath all the augmented-shift gimmickry and the Prius-like powertrain character is a chassis that, in true Honda sport-coupe fashion, is properly sorted. Honda even gave it some hardware sourced directly from the Civic Type R: dual-axis MacPherson strut front suspension, a multi-link rear suspension, adaptive dampers, variable-ratio steering, Agile Handling Assist, and Brembo four-piston aluminum front brake callipers. It even rides on 19-inch wheels with 235/40R19 tires. Those are the right ingredients for the underpinnings of a seriously thrilling front-driven sports coupe—especially one from Honda, of all brands.

And on the right road, you can feel the seriousness underneath everything. The Prelude is planted, direct, and tidy. It doesn’t feel especially heavy, though there is, naturally, some front-end weight to its character. The brakes are strong and confidence-inspiring, the adaptive dampers make a difference, and Sport mode tightens everything up a notch—most notably its steering. But despite all that, the driving experience never quite comes alive. There are no fireworks or moments of existential ecstasy, just easy mobility and good fuel economy.

The steering is direct, but it’s a bit numb and too light in every mode other than Sport, in which it becomes just tight enough. The chassis feels seriously capable, but somehow underutilized. The car grips and goes, but it lacks the rear-drive fluency of a BRZ, the bionic-arm intimacy of an MX-5, and the row-your-own-gears involvement of a Civic Si.

The Sea-to-Sky Highway exposed the Prelude’s shortcomings most clearly. On a favourite scenic road, the best enthusiast cars make the drive feel like a reward—a brief few minutes of being fully present in time as the sun sets over the coastal horizon in the background while you aim your nose at the next corner’s apex, all after a long and tiresome work week. The best compact sports cars should be engaging and intuitive enough to clear your mind after only a few minutes behind the wheel, giving your frontal cortex a tactile task so the rest of your brain can relax. Driving them should feel like transcendental meditation. The new Prelude makes those kinds of drives feel just like any other commute, whereas old Preludes made them feel like memories worth holding onto.

Exterior Design: 9.1/10

Aside from its dynamic emotional shortcomings, the Prelude’s styling sure knows how to get the heart racing. It’s low-slung, sleek and visually striking in a way modern Hondas rarely are. In white, especially with the added contrast of bright blue accents and brake callipers, it has real concept-car presence on the road. The design isn’t retro cosplay, and yet it still looks the part of the Prelude. Honda managed to create something modern, clean, and futuristic enough that, rather unfortunately, someone genuinely mistook it for a Tesla.

Still, the design is easily one of the car’s strongest qualities. It turns heads and looks special in photos. It returns the two-door coupe form factor to the Honda lineup, which feels refreshing in a market drowning in small crossovers with fake off-road disguises. Like a swimsuit model with a dull personality, the issue here is that the driving experience never quite lives up to the provocative looks. Most passengers reacted the same way I did: impressed at first, then slightly confused after a while on the road.

Interior And Tech: 7.6/10

The Prelude’s cabin is a mix of smart Honda restraint and strange cost-cutting measures. The front seats are the undoubted highlight, combining blue and white elements beautifully and giving the cabin a sense of occasion that’s missing from a normal Civic Hybrid. Then you look at the rear seats. The back seats are a cheap-feeling black cloth, which breaks the blue contrast-stitching theme running through the cabin and makes the second row feel like it came from another car. Rear space is more usable than in a BRZ, but headroom remains pretty limited. I just can’t get over how much more the Prelude costs compared to the Civic Hybrid, only to give up so much cabin space.

The dashboard looks like it could have been designed 10 years ago, but I mostly mean that as a compliment. It’s simple, clear, and easy to use, unlike many of today’s screen-drunk interiors. There are enough physical buttons and controls to keep you from being distracted, so the Prelude feels refreshingly usable. Some parts feel premium enough for the price, but others do not, which gives the Prelude’s cabin an oddly disjointed vibe.

Cabin And Cargo Dimensions

Honda lists 15.1 cu-ft of cargo volume, 84.6 cu-ft of passenger volume, 42.3 inches of front legroom, 32.0 inches of rear legroom and a 3,261-lb curb weight for the U.S.-market Prelude Hybrid.

Practicality: 8.1/10

This is where the Prelude starts to make more sense over its most obvious rivals. The hatch area is genuinely useful, its rear seats are less “emergency-use-only” than the BRZ’s, and the hybrid efficiency gives the Prelude a daily-driving advantage over most sporty coupes. In traffic, it’s easily the most relaxing car in this general set. It’s also easier to live with than an MX-5, and more efficient than a BRZ. But leaning in that direction also creates the obvious question: why not just buy a Civic Hybrid hatchback, or even a Civic Si, and save money either way? One will be even more practical, and the other will be even more fun, and you’ll still walk out of the dealership a richer person for having done so.

If someone simply wants a stylish, efficient, practical Honda, I would try to convince them to buy the Civic Hybrid instead, or perhaps an Integra if the look is too generic for them (why is there no hybrid Integra yet?). It offers better value, more usable space, and the same basic hybrid smoothness paired with precise driving dynamics. I wouldn’t push too hard if they were totally sold on the Prelude’s looks, but they would need to be very sold on it. The Prelude is useful for a coupe, but it’s not necessarily useful enough to make the coupe compromises disappear.

Value: 6.9/10

There’s no denying the Prelude is expensive, especially when compared not only to its most obvious rivals but also to Honda’s own alternatives. At $43,195 in the U.S. including destination, it costs serious money for a 200-hp front-drive hybrid coupe. In Canada, the problem becomes even clearer. The Prelude’s $52,987 CAD price including delivery and other fees makes it nearly $16,000 more than the cheapest Civic Hybrid sedan.

A Subaru BRZ also costs thousands less and, as an enthusiast car, offers a fundamentally more rewarding rear-drive experience. The Civic Hybrid is the better value for the average buyer. The BRZ, GR86, and MX-5 are better emotional buys for enthusiasts. For nearly $3,000 less than the Prelude, you could even buy yourself an Acura Integra A-Spec. So who is the Prelude for?

If I had to guess, I’d say it’s for someone who wants an efficient, comfortable, stylish Honda coupe and doesn’t mind that the driving experience is more pain-free than exciting. Someone who wants the look of an enthusiast car without the inconvenience or intensity. Someone who likes the idea of a hybrid sports coupe but doesn’t necessarily drive like a sports-car enthusiast. I guess it’ll sell quite well.

Final Verdict: 7.8/10

The 2026 Honda Prelude isn’t even remotely a “bad car.” It’s smooth, efficient, stylish, easy to drive, technically interesting, and endlessly refined. It does stop-and-go traffic better than anything else it rivals, averaged 43 mpg in my carelessly inefficient hands, runs on regular gas, and looks good enough to make people notice it. It’s something that Honda can be legitimately proud of. But it also lacks emotion, theatre, and engagement—all beloved pillars of the sport compact car experience. It transmogrifies a favourite scenic road into something too close to a commute, gives you simulated shifting without real control, and somewhat blasphemously wears a treasured Honda coupe name while making its strongest argument as a comfortable hybrid daily driver. It left me confused more than charmed.

I liked the Prelude more at the beginning of the week than at the end, which is rarely a good sign. After one long drive up the Sea-to-Sky Highway, my urge to keep finding excuses to drive it faded. When I swapped into an Acura Integra Type S afterward, the difference was immediate. The Integra made me salivate at the thought of driving it, more so even after every minute spent in the driver’s seat. The Prelude just made me appreciate how little gas I had used on my way to the shops—a feeling quickly outweighed by the upfront cost of ownership. How can the same company get one thing so brilliantly right, and another so confusingly awkward?

Ultimately, it’s difficult to categorize how I feel about the Prelude into a “like it or hate it” box. It’s either a car I entirely misunderstand, or one I understand perfectly and secretly hope I’m only misunderstanding. All I know is that after my week with the Prelude, I had an unshakeable sense that this car wasn’t for me—and that it was never meant to be for people like me. Unlike the BRZ and MX-5 with which it undoubtedly competes, the Prelude isn’t meant for people who love cars; it’s better suited to people who just kind of like them, and I guess there’s nothing wrong with that. In fact, Honda’s probably been quite intelligent to chase that sort of demographic. But the cynic in me just doesn’t see the point in spending more money to choose one over something more practical or something more emotional.

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The Ingolstadt-based automaker announced that the preliminary WLTP-rated energy consumption of the upcoming subcompact EV is as low as 12.8 kilowatt-hours per 100 kilometers, or 20.6 kWh per 100 miles. The remarkable figure was achieved by the 140-kW (188-hp) Audi A2 e-tron variant equipped with the optional efficiency package.

If the Audi A2 e-tron were sold in the United States—sadly, it won’t be—it would probably be America’s most efficient EV (as difficult as that is to calculate given the different standards used in the EU and the U.S.).

That’s because the A2 e-tron would trump the most economical electric cars currently on sale in America, such as the Lucid Air Pure RWD (23 kWh per 100 miles), Hyundai Ioniq 6 Long Range RWD (25 kWh per 100 miles) or Tesla Model 3 RWD (25 kWh per 100 miles).

Aerodynamics Is Key To Making The Audi A2 E-Tron An Efficiency Champion

So how did Audi manage to achieve this efficiency milestone? Three main things contribute to that: the advanced drive technology, sophisticated aerodynamics, and a battery optimized for everyday use.

For example, the low drag coefficient of 0.24 and the A2 e-tron’s active aero tricks help reduce WLTP energy consumption by up to 0.9 kWh per 100 km compared to an identical vehicle without these modifications, according to Audi.

Shaped following the principles of streamlined design, with a rounded front end, a flowing roofline and a sharply cut rear, the A2 e-tron manages to reduce drag compared with a conventional fastback EV.

What’s more, aero tricks like the active cool-air intake (which remains closed during normal driving to limit drag and opens during charging, rapid acceleration or high ambient heat), air curtains in the front flanks, as well as the gap reducers and gap breathers (which calm the air around the wheel arches), contribute to the efficiency figure.

A 10% More Efficient Drive System

Obviously, the Audi A2 e-tron also features a highly efficient drive system that includes a new 61-kWh lithium iron phosphate (LFP) battery with a cell-to-pack design, where the cells are bonded directly into the housing, increasing packing density and therefore more energy content in a smaller footprint. As for the LFP chemistry, not only does it allow repeated charging at 100% with no issues but also maintains a high voltage even as the state of charge (SoC) drops.

But the greatest efficiency gains stem from the combination of battery, thermal management, charging electronics, and software, Audi notes. For example, the Audi A2 e-tron’s battery is said to achieve 89.6% charging efficiency at the wallbox thanks to an adapted cooling strategy. This means less energy lost and more consistent charging behavior day to day.

The new Audi A2 e-tron’s rear-mounted APP 350 electric motor is another key element that contributes to low energy consumption. The permanently excited synchronous motor is engineered specifically for efficiency and driving comfort, featuring thinner laminations that reduce iron losses and stator winding that switches from a star to a delta configuration for more efficient motor speed ranges.

Another key advancement regards the power electronics where the silicone carbide semiconductors replacing the previous silicon technology significantly reduce switching losses, especially under partial load.

Finally, the transmission’s new low-friction oil is said to noticeably reduce friction losses, while the tall 10.2:1 gear ratio lowers the motor speed at higher road speeds to reduce energy consumption. Overall, the upgraded drive system is up to 10% more efficient than before.

The Audi A2 e-tron will offer bidirectional charging capability, including functions like Vehicle-to-Load (V2L) and Vehicle-to-Home (V2H) that turn it into a home energy storage system, according to Audi. The new A2 e-tron will debut this fall in Europe as Audi’s entry-level EV.

We’re talking about China’s largest carmaker, BYD, which has just launched Japan’s first-ever non-Japanese kei car. It’s called the BYD Racco and it’s the company’s first passenger vehicle developed specifically for a single overseas market.

The Longest Range of Any Electric Kei Car

It’s obviously all-electric and it starts at 2.15 million Japanese yen, which is the equivalent of about $13,000. That makes it approximately $2,000 cheaper than other electric kei cars, such as the Nissan Sakura and Mitsubishi eK X EV (which share the same platform). Another popular model, the N-One e: from Honda, costs some $3,500 more than the BYD Racco.

However, most Japanese rivals receive generous subsidies from the government, while BYD gets the lowest one in the segment—150,000 yen versus 580,000 yen for Honda, Mitsubishi, and Nissan.

BYD’s kei car is more expensive than Toyota’s C+ pod, which starts at around $11,000, although to be fair, the two-seat C+ pod is almost a full meter shorter than the kei car category’s upper limit of 3.4 meters (133.8 inches). Toyota currently does not offer a direct rival for the BYD Racco.

The BYD Racco does offer a longer driving range than all of its rivals, though: up to 199 miles from a 35.84-kWh lithium iron phosphate (LFP) battery. Only the Honda N-One e: comes close with 183 miles.

BYD Targets Annual Sales of 10,000 Racco EVs in Japan

The Racco also comes with standard advanced driver-assistance systems across all grades, sliding rear doors, and a tall interior (the vehicle is 70.8 inches high). BYD also claims the Racco is the segment’s first software-defined (SDV) kei vehicle.

“We want to deliver unprecedented convenience and enjoyment to all people across Japan through our technology,” BYD Japan president Liu Xueliang said at a launch event in Tokyo, according to The Straits Times. The automaker targets small cities and towns under 500,000 people, with 77 sales locations currently in place.

Affordable and ideal for Japan’s narrow roads due to their small footprint, kei cars make up some 40 percent of the country’s new vehicle sales. Suddenly BYD’s move makes sense, doesn’t it? Especially since the Chinese giant aims to overtake Toyota as the world’s largest carmaker by 2030.

Obviously, the BYD Racco won’t be enough to achieve that ambitious objective, but it’s an interesting step in that direction. For starters, BYD targets annual sales of 10,000 Rocco EVs in a market segment that has historically been dominated by local OEMs like Honda, Suzuki, Nissan, and Toyota.

At the same time, BYD is expanding aggressively in Europe, South America and other markets around the world. Last year, BYD, which stands for “Build Your Dreams,” overtook Tesla as the world’s biggest seller of pure electric vehicles. 

The Toyota Corolla has always been the sensible choice. Even when Toyota introduced the GR Corolla, the recipe stayed mostly the same. Sure, a 300-horsepower, all-wheel-drive hot hatch for under $50,000 was a big leap for the humble Corolla, but it still (somehow) made sense for fans who wanted thrills without breaking the bank.

Enter the 2026 GRMN Corolla, starting at a jaw-dropping $64,360. Not only does it sit at the top of the Corolla food chain, it’s the most expensive one ever. Only 730 will exist on the planet, and North America is lucky enough to get a slice of the action. Toyota calls it the ultimate GR Corolla, shaped by endless laps at the Nürburgring and lessons straight from its Super Taikyu racing adventures.

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Built More Like a Race Car Than a Corolla

That eye-watering price tag isn’t just for bragging rights. Toyota has thrown in a laundry list of upgrades that put the GRMN in a different league from your run-of-the-mill GR Corolla.

Under the hood, the turbocharged 1.6-liter three-cylinder still cranks out 300 hp, but now torque jumps to 302 lb-ft, all funneled through a close-ratio six-speed manual. Toyota’s engineers went wild: there’s a sub-radiator, intercooler spray, sharper steering, tweaked GR-FOUR all-wheel drive, sticky Michelin Pilot Sport Cup 2 tires, and a suspension setup built just for this car. Carbon fiber is everywhere – hood, fenders, side spoilers, and a big adjustable rear wing – all in the name of less weight and more speed.

Inside, it’s the same story. Forget extra luxury – Toyota ripped out the rear seats, so it’s a two-seater only. You get special semi-bucket seats, carbon trim, Morizo’s autograph on the dash, a numbered plaque, and a cockpit that screams ‘focus on driving.’

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Sports Car Money for a Corolla

Sure, $64,360 is enough to buy you two brand-new Mazda MX-5 Miatas, with some change left over for gas and tires. The GRMN Corolla is also now rubbing shoulders with the likes of the BMW M2, just around $4,000 away from a rear-wheel-drive track weapon with a German roundel badge that turns heads.

But Toyota knows this isn’t your average Corolla. With just 730 units, Nürburgring DNA, and hardware straight from the racetrack, the GRMN is built for collectors and die-hard enthusiasts, not your neighbor looking for a commuter. Is it worth more than two Miatas? That’s a debate for another day.

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The small-car era is far from dead in enthusiasts’ hearts, even if the market has mostly moved on to crossovers and SUVs. Some of the best compact cars ever sold combined affordability, clever packaging, and real driving joy in a way that’s genuinely rare today. Here are four small cars no longer made today that we wish brands would reinterpret for a market that desperately needs more than just another SUV.

Honda Fit

The Honda Fit was one of the most brilliant everyday cars ever sold in the U.S. Its upright shape, compact footprint, and “Magic Seat” layout made it absurdly useful for its size, while its light controls and nimble chassis made it genuinely enjoyable to drive. It was the rare car that could handle commuting, errands, and weekend hauling without losing its driving verve. In a market obsessed with bigger vehicles, the Fit is exactly the kind of practical small car people still miss.

The third and final generation (2015–2020) was the most powerful version with 130 hp and a 6-speed manual transmission or 128 hp with the CVT (continuously variable automatic) transmission. It would be great for the brand to bring it back along with the beloved magic seat for maximum practicality and appeal.

Ford Focus ST

The Ford Focus ST brought real heat to the affordable performance hatch segment. With turbocharged power, a manual transmission, and a chassis tuned for enthusiastic driving, it delivered the sort of energy that made even routine trips feel special. It wasn’t perfect, and that was part of its charm; the car had a raw edge that gave it personality. Today, its absence leaves a noticeable gap for drivers who want speed without stepping into premium pricing.

The Focus ST may have left our shores, but it’s still hanging on overseas. The Focus ST is at the end of its run in the UK market, and what a great car it (still) is. It’s powered by a 2.3-liter turbocharged engine developing 276 bhp and 306 lb-ft, which is sent to the front wheels via a six-speed manual or a seven-speed automatic. Ford doesn’t have a single hot hatch in its lineup, much less any compact sedan or hatchback. A new Focus ST could show enthusiasts that it still cares about more than just EVs, trucks, and muscle cars.

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Honda CRX

The Honda CRX is one of those cars that still inspires loyalty decades later. It was lightweight, efficient, and sharp-handling, with a simplicity that made it feel honest and mechanical in the best way. The best versions, especially the Si, balanced economy and fun so well that they became benchmark cars for a generation of enthusiasts. A modern CRX revival could resonate today as a lightweight, efficient coupe with real character.

Honda attempted to bring back the spirit of the CR-X with the hybrid CR-Z. The CR-Z was a quirky and ambitious attempt to blend hybrid efficiency with a sporty driving feel. It used a 1.5-liter inline-four hybrid setup, with combined output ranging from 122 to 130 horsepower depending on model year and transmission. It never really took off, despite the fact that its design was a direct nod to the smaller and more fun CR-X.

Fiat 500 Abarth

The Fiat 500 Abarth was the nuttiest version of the sensible Fiat 500. The pocket rocket was all about attitude, sound, and a sense of mischief that made it unforgettable. The 160-horsepower output wasn’t insane, but its ability to be tossed hard and fast was notorious. Sure, there was turbo lag and a lack of linear power delivery, but it was still a hoot. The compact size, stiff suspension, and rowdy exhaust note gave it an outsized personality that larger, quieter cars simply can’t replicate. For buyers who wanted a tiny car with big charisma, few modern machines delivered as much entertainment per mile.

The likelihood that the brand would bring back this tiny beast is pretty much zilch, since the brand only sells its electric 500e and soon the tiny electric Topolino in very limited quantities. It sold the Nuova Abarth 500e in Europe, but it never intended to bring the EV hot hatch to the states. It’s clear that Fiat has lost its foothold here, and the short life of the 500 Abarth was the best the brand had to offer.

Final Thoughts

These four cars stood out because they each had a clear identity. The Fit was clever, the Focus ST was energetic, the CRX was light and efficient, and the 500 Abarth was full of character. That kind of intentional design is harder to find in today’s market, where regulations, packaging demands, and consumer preference have pushed many small cars out of the spotlight.

What makes them worthy of a comeback is not just for the sake of nostalgia. Their small size, lower weight, and stronger connection between driver and machine made them appealing. In a world of ever-larger vehicles, these are the cars that remind us how much fun less can be, and what a world it would be if they returned in fresh form.

The ID. Polo might not make it to the U.S, but it’s possibly one of the most important cars that Volkswagen has rolled out in recent history. That’s because this entry-level EV has a lot riding on its shoulders. It’s not just the future of VW that’s at stake here, but also Europe’s response to the influx of electrified vehicles from China.

It made its world premiere just a few months ago, and it aimed to be one of the most affordable EVs in the European market. Now, it’s been made available in Germany, and considering how expensive cars are across the Atlantic, VW has stuck to its promise.

What a Sub-$30K EV Gets You

The Volkswagen ID. Polo is offered in three trims, namely Trend, Life, and Style. For €24,995, that gets you the Trend model, and that’s roughly $28,500 at current conversion rates. For reference, that’s actually a little less compared to the least expensive EV in America, the Chevrolet Bolt, which goes for $28,995. Considering that’s a direct conversion from German pricing with taxes and all, the ID. Polo is a bit of a bargain.

So, what does the ID. Polo Trend have to offer? It gets basic advanced driver assists in the form of blind spot monitors, lane keep assist, autonomous emergency braking, as well as Emergency Assist that automatically pulls the car over to the side should the driver be unresponsive after several prompts and warnings. It also comes with a customizable 10-inch Digital Cockpit that includes MK. 1 Golf-inspired gauges, along with the 13-inch Innovision infotainment system, automatic climate control, and a plethora of honest-to-goodness buttons.

The Powertrain

Providing energy to the ID. Polo Trend’s single motor is a 37-kWh battery plus a fast-charging system that goes from 10 to 80% in around 23 minutes at DC quick-charging stations with up to 90 kW. That gives you around 207 miles of range under a combined cycle, which doesn’t sound particularly great, but it’s not bad considering the compact battery pack. That said, VW claims up to 285 miles in pure city driving.

The ID. Polo an inter-urban runabout, so don’t expect hair-raising power and torque figures from it. Besides, there’s the ID. Polo GTI for that, but we’re pretty sure that won’t go for under $30,000. The base model makes 114 hp and 214 lb-ft of torque, so while power is adequate for its purpose, there should be a fair amount of shove from a standstill.

There is an option to go for a 52 kWh battery that also comes with more power and range. It’s reserved for the Life and Style models, though, and power rises to 133 hp. There’s also the option to upgrade to 208 hp if you’re willing to blow past €30,000. As for range, the 133 hp models can do about 280 miles in mixed conditions and up to 370 miles in urban driving.

A Promising Start

Volkswagen is already calling the ID. Polo a success in Germany. According to the company, the car has already seen over 25,000 orders just weeks after reservations opened. It may sound like a small number, but considering VW’s past struggles with selling EVs, this counts as a win. By the looks of things, Volkswagen’s overhaul of its EV strategy is doing the hatchback a favor, and it might just be the turning point Europe’s biggest automaker needs in its home base.

The ID. Polo is just the start of the company’s new wave of EVs. More recently, the ID. Cross made its world premiere, and as crossovers are more popular than ever, it has all the potential to succeed in Europe. That one starts at €27,995, or just a shade under $32,000.

In America, the most powerful hot hatch you can get is the Volkswagen Golf R if we’re talking pure combustion only. Its ratings of 328 hp and 295 lb-ft of torque from its 2.0-liter turbo, along with its all-wheel drive system, are enough to propel this compact to 60 mph in under 4.5 seconds.

As impressive as it is, it has nothing on the world’s most powerful gas-fed hot hatch, the Mercedes-AMG A 45 S. It never made it to the U.S, and its 2.0-liter turbo hammers out 416 hp and 369 lb-ft, sending power to all four wheels. The only thing that comes close is the Audi RS 3 Sportback with nearly 400 hp…which also isn’t available stateside.

Still, at least North America got the CLA 45 S, which is effectively the AMG-fied A-Class with a trunk. It made the same amount of power, too, but as the new electric-only AMG CLA rolls out, the boosted four-cylinder will go away soon in both subcompact Benzes.

The Final Edition

The current generation Mercedes-Benz A-Class isn’t long for this world, as is the AMG A 45 S. Of course, Mercedes isn’t sending off its hottest hatch ever without a party. With that, the company has introduced the Final Edition model, and it’s now available for order in Germany. It should reach other parts of Europe eventually, presumably in limited numbers.

AMG didn’t say how many will be built, although we saw it as a package on top of the standard model in the configurator. It’s an extra €6,074.95 (approx. $6,900) on a car that starts at €62,839.44 (approx. $71,500), so it won’t be cheap, either. But for those who want to spend even more, one can order it with the AMG Aerodynamics Package plus the decals for €10,091.20 on top of the base price.

The Goodies

From the outside, it gets 19-inch AMG forged wheels finished in matte black, along with a unique center cap design that adds yellow highlights. There’s also no shortage of gloss black and dark chrome elements on the body from the door mirrors and trims, all the way to the exhaust pipes.

Opt for the aero pack, and it adds a more aggressive body kit. At the front is an enlarged front splitter with small canards on the bumper corners, while the rear gets additional aero tweaks on the bumpers and a fixed roof spoiler for more downforce at higher speeds and attention from bystanders.

As for the interior, yellow highlights are the order of the day from the seats and doors to the steering wheel and carpeting. And just to let everyone know that this isn’t an ‘ordinary’ A 45 S, a special emblem resides on the dash. The engine is left untouched, though, not that we’re complaining.

The Last of Its Kind?

This could well be the very last AMG hot hatch, and it’s not just because of the CLA 45+. It was previously reported that the next-generation A-Class will go back to its roots as a mini MPV. For those who remember, the first two generations were tall, packaging exercises with a three-pointed star until the third generation came with a lower, more hatchback appearance.

With that, it’ll be odd to turn a high-roof hatchback into a sporty model, and an AMG version is looking unlikely. Then again, AMG stuffed its 6.2-liter V8 in the R-Class minivan, so anything is possible.