Winner: BMW 3 Series

It’s a perennial award winner, but for good reason; the BMW 3 Series remains the benchmark in its segment, combining convenient technology, a high-quality cabin, comfortable ride quality, and engines that are both efficient on the open road and engaging to interact with on twisty roads. As a compact premium sedan, it’s not quite as luxurious as some sedans in bigger classes, but you get standard ambient lighting, premium-feeling SensaTex upholstery (leather is available), a rich curved infotainment and driver cluster display, heated front seats with power adjustment, 10 speakers with two subwoofers, and a refined yet agile handling experience.

All BMW 3 Series models get an eight-speed automatic transmission, with the base 330i pairing this with a 2.0-liter turbocharged four-cylinder engine producing 255 horsepower and 295 lb-ft of torque. This goes to the rear wheels as standard, but AWD is also available, and despite its small size, the engine is smooth and responsive. Opt for the M340i, and you get a 3.0-liter turbocharged straight-six mild-hybrid making 386 hp, again with a choice of rear- or all-wheel drive. Both versions turn with agility yet control their bodies well enough to avoid queasiness or discomfort, and in this segment, nothing strikes that balance quite as well. The badge alone advertises the idea that the 3 Series is a premium offering, which is worth bragging rights alone, but what’s beneath the skin and how it feels sell the concept. As an all-rounder, the BMW 3 Series remains the ultimate compact premium sedan.

BMW 3 Series Pros

• Refined yet powerful powertrains, excellent transmission
• Benchmark handling with remarkable ride comfort
• Quality interior materials
• Brand prestige and strong reliability record support good resale values
• Sporty styling

BMW 3 Series Cons

• Rear-seat legroom trails some rivals
• Options can inflate the cost quickly
• Fuel economy is competitive but not class-leading

BMW 3 Series Scores:

Luxury: 4/5

Technology: 4/5

Performance: 4.5/5

Who’s It For?

The BMW 3 Series is for the individual seeking a comfortable commuter that is still enjoyable to drive when the roads get more exciting. It’s for the person who wants a prestigious badge without losing excitement on the daily drive, someone who appreciates handling balance and style in equal measure.

Recommended Trim

The 330i is an excellent car, but the M340i is even better at balancing performance with comfort, and its B58 engine is legendary in the aftermarket. Unless you need AWD due to weather, we’d recommend the more engaging RWD version, saving a few grand in the process.

Runner-Up 1: BMW 7 Series

With a new look for 2027, the heavily revised BMW 7 Series is even better. While its predecessor moved the luxury game forward with its 31.3-inch Theater Screen and other technologies, its styling meant a purchase always needed to be justified. Now with Neue Klasse-inspired looks, the 7 Series is no longer a car you need to be embarrassed about, and for the new model year, the person riding shotgun gets their own touch display to fiddle with during sumptuously serene journeys. Its powertrains are diverse, powerful, and reliable, and the tech inside not only contributes to a sense of luxury but also keeps you safe. Dynamically, the 7er is not that agile, but by leaning further into luxury, it’s now as good as an S-Class, if not better.

Those in the rear can enjoy a Panoramic Skylounge LED roof, the optional 8K Theater Screen that folds down in a dramatic sequence with its own soundscape, and, behind the front passenger seat, a reclined position that puts business-class-level relaxation on four wheels. Up to 36 speakers can be had, and passengers can use an HDMI port to work on the go. Zoom video conferencing is also possible, and for longer trips, the trunk is class-leading in gas models, with up to 19.1 cubic feet of volume available (plug-in hybrid models deliver 18.5 cubic feet). A hand-painted body is another way to make the 7 Series buyer feel superior to the S-Class owner, and the all-electric i7 mirrors the gas 7 Series’ looks, unlike Merc’s EQS.

BMW 7 Series Pros

• Numerous gas and hybrid powertrain choices
• Optional Theater Screen elevates rear-seat experience above any rival
• Air suspension provides excellent ride comfort
• Interior quality and design make every drive feel like an event

BMW 7 Series Cons

• Styling still won’t appeal to all
• Greater luxury focus diminishes dynamicism
• Pricing gets scary fast

BMW 7 Series Scores:

Luxury: 5/5

Technology: 5/5

Performance: 3.5/5

Who’s It For?

The 7 Series is for the monied individual who thinks an S-Class is too predictable or too sedate. It’s for the person who prioritizes comfort but wants a hint of sportiness, or just someone who wants the latest and greatest in interior technology.

Recommended Trim

We highlight the 740 xDrive, which provides AWD alongside an efficient mild-hybrid inline-six. A V8 is coming, but this provides a whisper-quiet drivetrain with plenty of torque while barely crossing into six-figure territory.

Runner-Up 2: Mercedes-Benz S-Class

When it comes to luxury sedans, the S-Class is always part of the conversation, and for 2027, it’s been just as heavily reworked as the new 7 Series. Updated engines, a standard Superscreen for the technophiles, and more extensive Manuaktur customization options mean the S-Class remains a force to be reckoned with, and its elegant, subtle styling makes it the first choice for those who want understated style and supreme comfort. AWD is standard, as are air suspension and rear-axle steering, and the rear seat, while devoid of a large cinematic display like the 7 Series, is still the most comfortable place to spend a long drive.

The trunk of the S-Class is a little less capacious than that of the 7 Series, but it’s still big enough for suitcases, despite the cabin providing 44 inches of rear legroom. Notable features include a multi-stage Energizing Air Control filtration system, seat massaging, heated front seatbelts, and up to 39 speakers. The S-Class is still the flagship luxury limo others look to as a target, and while it’s not a good enough all-rounder to win the title of Best Premium Sedan, it’s certainly one of the best luxury cars on the market.

Mercedes-Benz S-Class Pros

• Understated aesthetic
• Exceptional in-cabin noise insulation
• Standard AWD, air suspension, and rear-axle steering
• Vast customization options
• Class-leading rear-seat luxury

Mercedes-Benz S-Class Cons

• Superscreen dominates the dashboard
• All trims cost six figures
• Some rivals offer more innovative interior tech solutions
• Busier styling is less traditional
• Electric alternative (EQS) has strange looks

Mercedes-Benz S-Class Scores:

Luxury: 5/5

Technology: 4/5

Performance: 3.5/5

Who’s It For?

The S-Class is for the person who wants the most serene and comfortable ride possible without grabbing attention. It’s the default for heads of state, titans of industry, and anyone who appreciates the finer things in life but doesn’t want to brag about them.

Recommended Trim

We recommend the base S 500. It’s powerful enough, avoids the trunk limitations that come with PHEV versions, and comes standard with AirMatic air suspension, rear-axle steering, and the divisive Superscreen. Higher trims may be more opulent, but the S 500’s options list can easily replicate their luxury.

Honorable Mentions

Lexus ES

The Lexus ES is remarkably plush to ride in, and the spacious cabin makes the car feel more upmarket than it is, particularly in the rear, where there’s loads of legroom. As a “fancy Toyota,” its efficiency, reliability, and resale value are nearly impossible to ignore. The only drawbacks are that its steering is numb and body control during spirited driving isn’t as good as in something with a BMW badge.

Audi A6

Noise insulation in the A6 rivals that of more expensive luxury vehicles, and with standard AWD, the Audi A6 is capable in any weather. The V6 turbo engine is also strong and smooth, and the exterior lighting technology is peerless. Inside, the head-up display is one of the best, being legible even when wearing polarized lenses, and the ride quality is excellent. A passenger screen is available, and the Bang & Olufsen sound system is top-notch.

Conclusion

Even though crossovers and SUVs are more popular in the U.S., some still like the elegance of the sedan, and these choices show that there are numerous options with distinct characters that still check similar boxes. All these premium sedans are luxurious, powerful, and technologically proficient, and while the 3 Series is our pick as the best all-rounder, any of these cars would satisfy someone who wants outstanding comfort in a high-status three-box package.

Demand for new electric vehicles may have waned in the United States, but many manufacturers remain committed to investing in EVs. These silent, powerful, and efficient vehicles aren’t going anywhere—it’s just a matter of when we’ll see a larger shift away from gas and hybrid cars. For anyone looking to make the switch now, there are a number of exciting and capable EV options on the market. Our choices excel when it comes to range, charging ease, and value. But a good EV needs more than a long range, so we’ve also considered comfort, performance, and practicality. Here are our selections for the best electric vehicles you can buy for 2027.

Winner: Tesla Model 3

It’s not as popular as the Model Y crossover, but the Tesla Model 3 is the better EV. It’s cheaper to buy, yet more efficient and quicker. It also benefits from everything that makes Tesla ownership so alluring, from access to the vast Supercharger network to the availability of the Full Self-Driving (Supervised) system, which makes commuting a lot less fatiguing.

The Model 3’s most recent facelift introduced a sleeker design, reduced cabin noise, and classier materials; it’s a much better car than it was when originally launched. For the price, its range and performance specifications are exceptional, too. For just under $37,000, the base Model 3 has a range of 321 miles and springs from zero to 60 mph in 5.8 seconds. The Model 3 Performance delivers supercar-like acceleration (0-60 in 2.9 seconds) for $54,990, yet still covers over 300 miles on a full charge. 

Charging speeds max out at 250 kW, making it possible to add 185 miles of range in 15 minutes.

Like other Teslas, the extremely minimalist interior is polarizing. It feels futuristic and the touchscreen works brilliantly, but the absence of any physical controls or a traditional driver’s display can be frustrating. There’s a well-sized trunk and a useful frunk, but the back seat isn’t as spacious as the Model Y’s.

Overall, the Model 3 is a product that clearly comes from a company with more EV experience than practically anyone else. 

Model 3 Pros

• Sleekly styled
• Excellent range
• Performance ranges from quick to brutal
• Novelty of FSD system
• More fun to drive than Model Y

Model 3 Cons

• Heavy reliance on touchscreen
• No Apple CarPlay or Android Auto
• Back seat can be cramped for taller adults

Model 3 Ratings

• Range: 5/5
• Charging Ease: 5/5
• Value: 4/5

Who’s It For?

With its attractive starting price, expansive charging network, and competitive range, the Tesla Model 3 is a great first-time EV for singles, couples, or young families. Tech-obsessed drivers will love the control setup and frequent over-the-air updates that add new features. It’s also a top choice for drivers seeking potent performance from their EV.

Recommended Trim

There’s a strong case to be made for all three Model 3 trims; the base model is by far the cheapest and the Performance a perfect tool for terrorizing BMW M3s. Our choice is the mid-range Model 3 Premium, though. It starts at $42,490, has a 363-mile range, and hits 60 in under five seconds.

Related: Tesla’s Cheapest Car Is Also America’s Most-Driven EV

Runner-up 1: BMW iX3

Although we haven’t driven it yet, the BMW iX3—which arrives in the U.S. later in 2026—is too impressive on paper to ignore. It’s a pivotal model for the brand, being the first of the Neue Klasse models. From its design language to the user interface and the battery technology, it represents a quantum leap over any previous BMW EV.

The first 2027 BMW iX3 variant, the 50 xDrive, starts at $61,500. That makes it around $20,000 less than the Porsche Macan EV and less expensive than the similarly quick X3 M50 six-cylinder model. The iX3 has a class-leading range of between 383 and 434 miles, figures that compete with much more expensive full-size electric SUVs. There isn’t a Tesla SUV that can match the BMW’s range.

Charging is also ahead of the pack, thanks to the iX3’s new 800-volt architecture, which enables charging speeds of up to 400 kW. At a compatible DC fast charger, the battery can be replenished from 10% to 80% in just 21 minutes.

European reviews suggest the iX3 handles sharply and has taken a step up in quality relative to the gas-powered X3. Performance isn’t lacking, with a 4.7-second 0-60 time for the first model to arrive in America. It also has a dramatic new interior with the Panoramic iDrive, including a new touchscreen and a full-width display below the windshield. We found the latter display to be crystal clear when we sat inside the iX3.

Early iX3 sales have been strong in other markets, and we expect it to be just as popular in North America. If our driving impressions match the rest of the package, this will be one of the electric SUVs to beat.

iX3 Pros

• Class-leading charging
• Maximum range outclasses key rivals
• Reasonable starting price
• Ample performance
• Fresh new look for BMW

iX3 Cons

• We haven’t driven it yet
• Options drive up the price quickly
• Initially offered only in one trim

iX3 Ratings

• Range: 5/5
• Charging Ease: 4.5/5
• Value: 4/5

Who’s It For?

EV fans looking for more space than a sedan provides and all the luxury trimmings will appreciate the new iX3. It’s also a great option for any EV buyer worried about range anxiety, thanks to the BMW’s combination of long range and fast charging.

Recommended Trim

Initially, only the dual-motor, all-wheel-drive iX3 50 xDrive will be available. We expect a cheaper model and a high-performance version to arrive sometime in 2027.

Related: I Didn’t Like the New BMW iX3 Until I Saw It in Person

Runner-up 2: Chevrolet Bolt

Not every EV needs to drive itself or blow you away when you open the door. The return of the Chevrolet Bolt was a big deal, as the U.S. market has a dearth of truly affordable electric cars. This one starts at just $27,600 for 2027, which gets you a 210-hp single motor and 262-mile range. It can charge at up to 150 kW, but the battery isn’t huge, so you can replenish it from 10% to 80% in a reasonable 25 minutes. That’s far better than the old Bolt.

Even though it doesn’t have outrageous outputs, we still found the new Bolt to be pleasingly responsive for everyday driving. The light steering and more comfort-oriented suspension tuning are appropriate for a vehicle of this kind, but it’s not an engaging car to drive. 

In the cabin, you can tell it’s a budget EV by the choice of materials, but there are refreshingly few gimmicks. Passenger space is good and there are sensibly-sized buttons to complement the touchscreen. Speaking of screens, the dual displays give the interior a noticeable lift, but we missed the availability of Apple CarPlay and Android Auto. 

The Bolt isn’t the best EV on sale by any means, but when viewed through the lens of that ultra-low price, it becomes very easy to recommend. 

Bolt Pros

• One of the cheapest new EVs on sale
• Quick enough for the daily commute
• Much-improved charging performance
• User-friendly and spacious interior

Bolt Cons

• Not particularly fun to drive or look at
• Range might be too short for some

Bolt Ratings

• Range: 3.5/5
• Charging Ease: 4/5
• Value: 5/5

Who’s It For?

Students or first-time EV converts on a budget should find the Bolt easy to acclimatize to. It could also work well as a second household car for small families who want to save on quick trips around town.

Recommended Trim

The Bolt makes the most sense at its base price, so we’d recommend the LT trim. This model is available with some welcome extras, such as the $995 Comfort Package with a power driver’s seat and heated front seats. Adding that will still keep the total cost below the crucial $30,000 mark.

Related: I Drove The 2027 Chevrolet Bolt RS: Here’s My Honest Review Of Chevy’s Affordable EV Comeback

Honorable Mentions

Tesla Model Y

The Model Y has been the best-selling electric vehicle in the U.S. for years now. It adds to the Model 3’s strengths with a much more spacious passenger compartment and trunk. Pricing still starts at just below $40,000, and you can get the Performance model if you want to blast your way to 60 in 3.3 seconds. Quality has improved in recent years and it has up to 357 miles of range. There’s also a new Model Y L, which offers a longer body and more comfortable seating for six.

Lucid Air

It’s not cheap, but the Lucid Air is a brilliant electric sedan. It starts at $70,900 for the Air Pure, which has 430 hp and a 420-mile range. The ballistic Air Sapphire has 1,234 hp and is one of the quickest cars in the world, with a 0-60 time of 1.89 seconds. Regardless of the model you choose, all Airs have a long driving range, rapid acceleration, and a classy design. We called the Air Touring the “most accomplished electric sedan” in its price range, and that says it all. If you can afford it, it’s an accomplished EV that can also be used for longer trips.

Related: 2025 Lucid Air Touring Review: The Closest Thing to EV Perfection

Nissan Leaf

Like the Chevrolet Bolt, the Nissan Leaf answers the need for more attainable EVs. It starts at just under $30,000 for 2026, so is a bit pricier than the Bolt. But some may prefer the Nissan’s more expressive design. The range varies between 259 and 303 miles, and all models have a single electric motor with 214 hp. Nissan planned to introduce a cheaper variant, but that model has since been canceled. This is a cheerful starter EV with up-to-date tech. 

Toyota C-HR

At precisely the time that many automakers have pulled back on their EV plans, Toyota’s lineup of electric models has flourished. The smallest EV it currently sells is the C-HR, which boasts sportier looks and performance than one might expect from a tiny Toyota. With dual motors, it produces 338 hp and gets to 60 in under five seconds, which represents Tesla-like pace off the mark. Charging speeds are competitive, although the range misses the magic 300-mile mark, but not by much; it can get 287 miles on 18-inch wheels. It’s more expensive than the larger bZ—the C-HR starts at $37,000 for 2026—but the C-HR also manages to show off Toyota’s often hidden fun side.

Rivian R2

The Rivian R2 may move even higher up in the ranks as we spend more time with it. It will also be even more appealing once the Standard variant arrives, which will start at $44,990. The Performance version arrives first and starts at $57,990. This is the one we drove, and it impressed us with rapid acceleration, decent off-roading capabilities, and a rugged yet refined interior with some new—and very welcome—physical controls. This also looks and feels like the adventure SUV so many people can’t get enough of, which could be its main edge over the Model Y.

Related: I Drove The 2027 Rivian R2 Performance On- And Off-Road: Here’s My Honest Review Of Rivian’s Most Important SUV Yet

Conclusion

From under $30,000 to deep into six figures, there’s an EV for almost every budget in the United States. Barriers like charging difficulties, range anxiety, and much higher pricing still exist, but they’re less prominent than before. The EVs on our list should seamlessly complement the lifestyles of many buyers. Despite fresh competition, the Tesla Model 3 and Model Y still outsell everything else, and the Model 3 particularly is hard to beat at under $40,000. It covers all the bases that matter to EV buyers, so is our choice as the best new electric car you can buy for 2027.

For the longest time, Honda has sworn by its mechanical all-wheel drive systems. Even as more of its cars have shifted to hybrid power, the AWD models still sent power to the rear wheels via a mechanical connection. Many of its competitors have since adapted to an e-AWD system wherein a rear motor takes care of waking up the rear wheels.

But that may soon change as the company has announced that it will soon build its very first e-AWD system. It’s all part of the brand’s next-generation hybrid system, simply called Honda Hybrid. In its own words, the system has already been developed, so we can expect this to be applied to the next wave of models coming soon.

More AWD Hondas Coming Soon?

Honda has typically offered all-wheel drive versions of its non-crossover/SUV in its home market, but it hasn’t been the case for the rest of the world. That said, it now appears the e-AWD system is likely to be applied to global models, as this latest development was announced in Honda’s plans for the world.

At the moment, Honda says it’s for midsize vehicles, but we wouldn’t be totally surprised if it appears on smaller models down the line, given its more compact layout. With the driveshaft gone, it should also free up more space in the cabin, as well as offer even larger cargo capacities.

But aside from packaging advantages, this system should give Honda hybrids even better fuel economy. There will be less energy used to spin the heavy driveshaft, and the light electric motor will simply draw energy from the battery to power the rear wheels. Honda also claims more immediate throttle response and all-wheel drive activation with this setup.

Potential Applications

Given that Honda mentioned midsize models, one thinks of its midsize crossovers getting this new bit of kit first. The thing is, the company wants people to take its Trailsport models more seriously, so we doubt that it will replace the clever VTM-4 system that’s currently in place. Instead, we turn our attention to the less off-road-oriented models for this.

The first car we think that can use this e-AWD system is the next-generation Odyssey. Right now, the minivan isn’t available with all-wheel drive, let alone a hybrid system. Those are things its main rival, the Toyota Sienna, has, and it would be a good move to do that for future versions of the family van. There’s also the Accord that also isn’t available with all-wheel drive at the moment, and having that should make it a good match for the all-wheel drive Camry hybrid.

Of course, the e-AWD system could stand to benefit many more cars in the Honda lineup. The new-generation CR-V is a strong candidate to get it, as well as the HR-V and the rumored Accord Crosstour wagon. While we’re at it, this could also work in the Civic to go head-to-head with the Corolla Hybrid AWD. We’ll find out soon enough once the new wave of Hondas start coming in.

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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Winner: Volkswagen Jetta

The compact Volkswagen Jetta wins the category of Best Combustion Cars for 2027, and the reasons are simple. Our criteria focus on value, efficiency, and everyday usability, and the VW Jetta checks all those boxes. Moreover, if you care enough about what powers your vehicle and specifically want combustion, the turbocharged 1.5-liter four-cylinder under the hood meets the demands of the modern freeway with ease while still being fun to drive, though the 158-horsepower peak figure is a little lackluster. This goes to the front wheels through an eight-speed automatic transmission, and when you take it easy, an EPA-estimated rating as high as 29/40/34 mpg on the city/highway/combined cycles means filling up won’t be frequent.

It’s also comfortable and practical, thanks to a 14.1-cubic-foot cargo capacity, albeit accessed through a traditional trunk lid and not a large hatch. This swallows up more luggage than a Golf, making it remarkably capacious.

Inside, you get an eight-inch touchscreen with Bluetooth, smartphone integration, and six speakers. Optionally, a 10.3-inch display is available with wireless CarPlay and Android Auto, but either option includes physical knobs, including for volume. Unfortunately, the climate control is accessed through a touch setup, but the inclusion of forward-collision warning with automatic emergency braking should help keep you safe if you get distracted by the finicky controls. Also standard are blind-spot monitoring and rear cross-traffic alert, with adaptive cruise control with stop-and-go optional.

Volkswagen Jetta Pros

• Peppy engine likes to be revved, yet fuel economy is strong
• Quiet and comfortable cabin
• Impressive cargo carrying capacity
• Interior is well-built and feels more upmarket than the price suggests
• Pricing is class-leading ($23,995 plus $1,325 for destination)

Volkswagen Jetta Cons

• Annoying touch-capacitive controls have replaced physical buttons
• Straight-line speed is less than stellar (0-60 mph: 8.1-8.5 seconds)
• Lack of a manual option may be discouraging, but that has become common in this segment
• The base infotainment display is small by contemporary standards
• The styling is arguably bland, though some may like blending in

Jetta Ratings:

• Value: 4.5/5
• Efficiency: 4/5
• Everyday Usability: 4/5

Who’s It For?

The VW Jetta is for the person who needs an affordable, efficient, and comfortable daily driver that is easy to get on with and holds strong resale values without feeling cheap.

Recommended Trim

We recommend the SE trim, starting at just under $27,000 before destination. This grants you bigger wheels, a power panoramic sunroof, remote start, keyless access, wireless smartphone charging, and CloudTex upholstery. Those wanting something a little more interesting can opt for the Sport, which is a little cheaper at just over $25,000, yet has more aggressive styling and the XDS cross-differential system.

Runner-Up 1: Toyota Corolla

Our first runner-up is the multi-talented Toyota Corolla, which is available in both sedan and hatch forms and can be powered by either a 2.0-liter naturally aspirated four-cylinder sending 169 horsepower/151 lb-ft to the front wheels through a CVT or a 1.8-liter four-cylinder hybrid with 138 hp/105 lb-ft, powering either the front wheels or all four through an e-CVT. With a 0-60 mph time somewhere between 8.2 and 9.7 seconds, depending on spec, the Corolla isn’t particularly fast, and without a proper gearbox, spirited driving is not its chief concern. And because of the CVT, the engine note can be a little noisier under hard acceleration. However, the Corolla makes up for its dynamic shortcomings with outstanding gas mileage, achieving 32/41/35 mpg on the city/highway/combined cycles in gas form. Opt for the hybrid, and those figures rise as high as 53/46/50 mpg. Sedans deliver 13.1 cubic feet of trunk volume, while hatches provide 17.8 cubes with the seats up and 23 cubic feet with them down (60/40 split).

Inside, Corolla LE variants get fabric upholstery, and SE and XSE models get sport seats with nicer materials and SofTex synthetic leather options. Everything is well laid out, though the materials in some of the lower half of the cabin are reflective of the Corolla’s price point. As standard, a tiny 8.0-inch touchscreen infotainment display provides wireless Apple CarPlay and Android Auto, but a 10.5-inch display is also available. Whichever you choose, four USB-C ports are included, so you can spend any leftover cash on options like heated front seats, dual-zone climate control, or a JBL premium audio setup. Like the Jetta, you get a very small infotainment screen, but like the Honda, physical volume and climate controls make the Corolla easy to interact with.

Toyota Corolla Pros

• Outstanding hybrid gas mileage
• Toyota has a stronger reliability reputation than most
• The Corolla provides variety: FWD or AWD, sedan or hatch, gas or hybrid
• Easy-to-use infotainment
• Striking styling makes even base trims look sporty

Toyota Corolla Cons

• Slow acceleration and CVT aren’t exciting
• Interior materials are relatively cheap compared to some rivals
• Road noise is obvious at freeway speeds
• Cargo space is limited compared to some rivals

Toyota Corolla Ratings:

• Value: 3.5/5
• Efficiency: 4/5
• Everyday Usability: 4/5

Who’s It For?

The Toyota Corolla has always been for the sensible consumer who wants no frills, just a dependable, efficient, safe, and affordable means of transportation, and that continues to be the case for 2027. Both in terms of purchase price and in terms of gas mileage, the Corolla is a compelling choice for anyone who wants a good-looking car that will start every day, no matter the weather, and provide reasonable comfort, sip gas, and carry stuff with ease. The hybrid is especially efficient, but any Corolla will appeal to a value-conscious buyer.

Recommended Trim

We recommend the Corolla Hybrid LE, one above the base LE trim. This is available in a choice of eight exterior colors and can be had with AWD, with 16-inch alloy wheels also optional in place of the base steel wheels and plastic covers. You get the best possible fuel economy, the cheapest access to AWD in the range, and after blind-spot monitoring became standard across the lineup for 2026, the Corolla Hybrid LE is more competent in the safety department than ever before. We’ve intentionally overlooked the GR Corolla because that’s so heavily reengineered for performance that it’s effectively a different car altogether.

Runner-Up 2: Mazda CX-5

There aren’t many vehicles as popular as the attractive Mazda CX-5, and it’s easy to see why it takes our second-runner-up spot. Having been redesigned for the 2026 model year, the latest version has a longer wheelbase that translates to better ride quality and more interior room for both people and things, yet the handling experience is still remarkably rewarding. We don’t mean the CX-5 steers well “for a crossover” – it’s fantastic even compared to some sedans and hatches, and possibly some coupes, too. Under the hood is a 2.5-liter Skyactiv-G naturally aspirated four-cylinder that makes a sufficient 187 horsepower, delivered to all four wheels, regardless of trim, through a six-speed automatic. The Toyota RAV4, Honda CR-V, and Hyundai Tucson are fine competitors, but none are as enjoyable to drive as the CX-5, nor are they offered in Soul Red Crystal Metallic paint. Granted, 0-60 mph takes around eight seconds, and 185 lb-ft isn’t much pulling power, but as a means of powering a useful family crossover, the engine is just fine. Plus, the EPA estimates for this crossover are competitive with those of more aerodynamic hatches and sedans, achieving 24/30/26 mpg on the city/highway/combined cycles. A hybrid is coming for 2027.

Inside, a 12.9-inch touchscreen infotainment display is standard and runs Google Built-In software, which includes Play Store access. Behind the steering wheel, the driver is informed through a 10.25-inch digital cluster, and Preferred and higher trims get a bigger head-up display. Although the touchscreen controls most functions, physical controls still exist on the relaxing steering wheel, and while the climate controls are now on the screen, at least they’re placed along the bottom of the display. Optionally, a 15.6-inch touchscreen is also available, the biggest ever fitted in a Mazda, and you get seven-color ambient lighting for a more premium feel. That aspirational sense is carried over to the upholstery, and the feel, fit, and finish of the materials are exceptional for the price point. Unfortunately, it’s not all good news, as the cargo area is still less capacious than the aforementioned rivals from Toyota, Honda, and Hyundai, providing 33.7 cubic feet behind the second row and up to 66.5 cubic feet with the seats folded. By comparison, the others provide at least 37.8 cubic feet with the seats up, sometimes over 40, and as much as 80.3 cubic feet with them down.

Mazda CX-5 Pros

• Standard AWD for all trims
• Attractive design and paint options, including Navy Blue Mica
• Improved rear passenger space and cargo volume
• Large, high-resolution screens are easily legible
• Handling remains a highlight
• Interior design and construction belie the affordable MSRP

Mazda CX-5 Cons

• Only one engine for now; turbocharged engine ended production for 2025, hybrid coming
• Six-speed automatic is a little slow by modern standards, even in manual mode
• Cargo volume behind the rear seats still lags direct rivals
• Hyundai and Kia provide better powertrain warranties
• Physical switches for audio volume and climate controls would be appreciated

Mazda CX-5 Ratings:

• Value: 3.5/5
• Efficiency: 3.5/5
• Everyday Usability: 4.5/5

Who’s It For?

The Mazda CX-5 is for the small family that needs one car to do it all, from looking good on a night out for dinner to ferrying the kids to soccer practice. When the family’s driving enthusiast is behind the wheel, they won’t be disappointed either. The interior is a pleasant, relaxing place to be, and the quality is worthy of a higher sticker price. Granted, the sub-par cargo-carrying capacity and slightly underpowered engine feel like a means of balancing the scales, and there are still foibles like the touch controls and transmission, but at this price, nothing else blends crossover practicality with small-car handling so well. If your significant other has demanded a taller, more family-friendly vehicle, the CX-5 won’t be able to replace your Miata, but its steering will at least provide some joy on the daily commute, and its quality and appearance will suggest you traded up.

Recommended Trim

The CX-5 comes in 2.5 S, 2.5 S Select, 2.5 S Preferred, 2.5 S Premium, and 2.5 S Premium Plus forms. We recommend the mid-range 2.5 S Preferred, as this gives you wireless smartphone integration, leatherette upholstery, a heated steering wheel, heated front seats, a 10-way power-adjustable driver’s seat with two-position memory, 19-inch alloy wheels, and a programmable power liftgate. It also gives you the Active Driving Display on the windshield, wireless smartphone charging, rear cupholders, and rear air conditioning vents. Higher trims add a bigger touchscreen, a better sound system, and a power panoramic moonroof, as well as real leather upholstery, but you’ll pay a few grand more, and this is the sweet spot.

Honorable Mentions

BMW M3

The BMW M3 may not be within everyone’s reach, and its premium performance credentials won’t be to everyone’s tastes, but while the current Mercedes-AMG C 63 is a plug-in hybrid four-cylinder and the latest RS 5 is a plug-in hybrid V6, the final model year for the G80 is worth celebrating, and not only because it’s a pure-combustion car available with a manual. The S58 twin-turbocharged 3.0-liter inline-six is a marvel of contemporary performance in standard form, and BMW is being conservative with its claims of 473 hp and 406 lb-ft of torque. The engine blows all expectations out of the water in the hands of the aftermarket, with well over 1,500 horsepower possible with the wildest mods. Leave it alone, and the S58’s reliability is surprisingly good, too. As the next-generation M3 sticks with the S58, albeit improved with pre-chamber ignition, this engine will go down as one of the all-time greats.

Kia Telluride

Available in a multitude of trims, including with a hybrid, and with space for eight, the Kia Telluride continues to be one of the most popular SUVs in America. It’s well-priced, backed by an industry-leading warranty, and despite its heft, it returns decent gas mileage. Somebody will always need a three-row SUV and the ability to tow something heavy, and the Telluride’s 2.5-liter turbocharged engines provide decent performance, with 274 hp and 311 lb-ft of torque in the base version enabling up to 5,000 lbs of towing capacity. Those who need more grunt or better gas mileage can upgrade to the 329-hp/339-lb-ft hybrid version, new for 2027, but towing capacity drops by 500 lbs due to the added heft of the battery pack.

Chrysler Pacifica

It’s hardly glamorous, it’s not all that new for 2027 despite its fresh face arriving after a decade on sale, and it’s not exactly fun to drive. However, the Chrysler Pacifica’s smooth, naturally aspirated 3.6-liter Pentastar V6 engine and nine-speed automatic transmission are proven to be reliable and easy to live with, and the option of an admittedly dated-looking Pacifica LX with only the bare necessities makes the range hard to ignore for the large family, regardless of budget. The Stow ‘n Go seating remains fantastic, and while the Honda Odyssey’s seating and V6 engine are also admirable, that rival is only front-wheel drive. The Toyota Sienna is only available with a hybrid and can be had with AWD, but it doesn’t get clever seats. We’ll concede that the final price you pay can make a difference in deciding whether the Pacifica is worth it versus rivals, but without markups, this is still the go-to choice in the minivan space.

Conclusion

No matter what your preference, budget, or lifestyle, these cars show that there’s still plenty of choice for buyers in the U.S. who appreciate the purity, engagement, and simplicity of a pure combustion-only powertrain.  And these selections are only a handful of what’s on offer, so if you want gas-only, from something as basic as a fleet-ready workhorse to something as wild as a 6.7-liter Corvette Grand Sport, or as expensive as a Ferrari 12Cilindri, the market has plenty of avenues to explore.

Its bigger brother, the Mazda6 (above), hasn’t been built since 2021. Its disappearance can be lumped together with the demise of so many midsize family sedans at the hands of the ubiquitous crossover. But sedans are coming back to the American landscape, as seen in sales increases for some models. Automakers such as Ford, GM, and Stellantis are considering bringing midsize sedans back into their ranks. When the Mazda6 left our shores, it was considered one of the most stylish, best-appointed, and most fun to drive mainstream sedans.

China Has an Electric Mazda 6e

Although Mazda no longer builds the 6 for the U.S. market, they did build an all-electric Mazda 6e, a stylish and practical five-door hatchback. With whiffs of the last gas Mazda6, the 6e has rear-wheel drive and 258 horsepower from a 78-kWh batter. It blends Mazda’s signature evolved Kodo design and driver-focused philosophy with the efficiency and refinement of an all-electric powertrain. It also introduced an SUV version, named the Mazda CX-6e.

The biggest reason the Mazda 6e (and the CX-6e) isn’t sold in America comes down to a combination of market strategy, tariffs and the now much smaller sedan market. The 6e was developed in partnership with Chinese automaker Changan and is manufactured through that collaboration, making it subject to high U.S. tariffs on Chinese-built vehicles. Mazda is focusing its EV efforts in Europe, Australia, and China, and the Changan partnership makes that possible. However, these China-built models are unlikely for North America due to the aforementioned import tariffs.

A Mazda EV Won’t Arrive Here Anytime Soon

Mazda is a bit gunshy about brining a new EV to the U.S. market after the abysmal failure of its first and last EV, the MX-30. It arrived on our shores in the U.S. for the 2022 model year with unique hatchback styling, short suicide rear doors, a minimalist cabin and eco-conscious materials. Despite its premium feel and fun driving dynamics, the MX-30 eluded success because its 35.5-kWh battery provided a paltry 100 miles of range, while its starting price of around $35,000 made it even tougher to swallow.

Mazda sold only 181 examples in 2021, 324 in 2022 and 100 in 2023. It died after two years on the market, and it hasn’t built a replacement. The MX-30 survived in overseas markets, where a range-extending version paired an electric motor with a rotary engine generator, offering a somewhat unorthodox solution to its weak range. Mazda’s EV plans have been delayed for at least a couple of years more.

What a New Mazda6 Could Look Like

Mazda makes some of the most attractive vehicles on the planet, and they certainly lean toward more premium styling, most notably on its CX-90 and CX-70 SUVs. A new 6 sedan could borrow some of their Kodo “soul of motion” design elements like thin headlights, sweeping body lines, slab doors, and curvaceous fenders, while retaining the aerodynamic shape of the original Mazda6.

Any successor to the last Mazda6 has to do a lot really well. The 2021 Mazda6 Grand Touring was powered by a turbocharged 2.5-liter four-cylinder engine paired with a six-speed automatic transmission and front-wheel drive. The top trim delivered 227 horsepower and 310 lb-ft of torque on regular 87-octane fuel, increasing to 250 horsepower and 320 lb-ft with premium 93-octane gas. Fuel economy was 26 mpg combined. It also had ample rear legroom and cargo space, to the tune of 38.7 inches and 14.7 cubic feet, respectively,

A new Mazda6 could get up to three choices when it comes to power, and Mazda doesn’t have to go very far to get them. Its current 3.3-liter turbocharged inline-six is already offered in the CX-90 with 48-volt mild-hybrid assistance. It’s good for 280 horsepower in standard form or up to 340 horsepower on premium fuel. Paired with an eight-speed automatic and rear-biased all-wheel drive, it would give the Mazda6 the performance and refinement to complement its sleek exterior and upscale cabin. Such a configuration would require an appropriate longitudinal-engine platform, however, rather than a straightforward update of the previous Mazda6.

Of course, a modern family sedan needs to offer a hybrid, and the brand’s 2.5-liter Skyactiv-Z four-cylinder and proprietary hybrid system is coming to the current CX-5 in 2027. It would also present a significant engineering and cost question: the architecture best suited to an affordable four-cylinder hybrid might not be the one best suited to a longitudinal inline-six solution.

A plug-in hybrid would offer another compelling and efficient option. The CX-90 PHEV combines a recently revised and smoother powertrain using a 2.5-liter four-cylinder engine, an electric motor, and a 17.8-kWh battery to deliver 323 horsepower and 369 lb-ft of torque. Adapting that setup to a sedan could provide electric commuting capability alongside gasoline-powered long-distance flexibility, although battery placement, curb weight, trunk space, and seating height would need careful consideration. Its performance and electric range would also need to be established for the sedan rather than assumed from the SUV.

Final Thoughts

As some automakers are planning to bring sedans back into their lineups, Mazda could benefit from a modern 6 sedan, especially if it makes use of their current gas and hybrid powertrains. Many car buyers lament the disappearance of the last Mazda6, and many used models still roam American roads. Honda and Toyota hybrid midsize family sedans are doing quite well, and Mazda needs to strike while the iron is hot. It would, undoubtedly, be one of the freshest and most stylish sedans on the market.

What It’s Worth Right Now

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

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

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

Condition and Details

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

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

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

The Offer

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

What Makes the Cadillac CT6-V Unique

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

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

Final Thoughts

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

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

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

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

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

Meanwhile, at HWA

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

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

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

…And For its Next Trick

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

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

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

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High Expectations

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

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

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

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In the ’70s, Audi was still finding its footing and was a bit of a player compared to BMW and Mercedes-Benz. If BMW promised The Ultimate Driving Machine, Mercedes-Benz said The Best or Nothing. As for Audi? It really didn’t have anything other than being a left-field alternative to the two. That changed when Ferdinand Piëch took the helm and set out to make it a technology leader. Vorsprung durch Technik, or advancement through technology, wasn’t just a tagline anymore; it became the company’s mission and vision.

It started with five-cylinder models such as the 100 and 200, followed by the Quattro and its all-wheel-drive system. By then, Audi had established its own identity, and sales rose. But just as things were looking great, allegations of unintended acceleration hit the brand in the U.S. It didn’t help that 60 Minutes ran a damning segment showing a rigged car speeding up on its own and presenting it as the truth. Audi was eventually exonerated, but the reputational damage had been done.

60 Minutes never apologized, and the company had to pick up the pieces. Why Audi never sued is beyond us, but at its lowest point, sales plummeted to around 12,200 cars in 1991. Something had to be done, or else the brand would pack it all up and leave America for good.

Clean Slate

Audi’s lineup in the early ’90s consisted of the compact 80/90, midsize 100, and the V8, but following the unfounded unintended acceleration claims and an aging lineup, the company needed a fresh start. Audi would roll out a successor to the impressive but ultimately unsuccessful V8 first, then replace the 80 and 90.

Work on the 80/90 successor began in 1988 using the Volkswagen PL45 platform. Audi took six years to finish the project, and the result was the first-generation A4. Internally known as the B5, it made its world premiere in October 1994, mere months after the first ‘A’ Audi debuted in February that same year, the A8.

The first-generation A5 was, quite literally, a billion-dollar gamble, and the company banked on it to rake in sales in North America. It arrived at the right time, too, as BMW redesigned the 3 Series in late 1990 and Mercedes-Benz launched the successor to the 190E, the C-Class, in mid-1993.

Leaps Ahead

When the A4 was unveiled in 1994, it was a leap ahead of the 90 in technical specifications. Take the suspension, for instance: the A4 had double wishbones at the front, whereas its predecessor used struts. That said, the rear suspension design was still similar to the 90. Front-wheel drive models still came with a torsion beam axle, but the Audi A4 Quattro had a multi-link rear end.

But the design showed the world Audi was entering a new, bolder chapter that went far beyond the name change. Imre Hasanic penned it, and in many ways, it was a shrunken-down A8. Many of the styling elements from the flagship sedan made it into the compact executive. Developed under the watchful eye of Ferdinand Piëch, it prioritized quality and attention to detail.

Critical Acclaim

The motoring press eventually got behind the wheel, and the reception was very positive. It felt light years ahead of the 90, not just because of how it drove, but also because of how it was built. It was dubbed a benchmark in build quality and finish in its class. However, the U.S. would have to wait until late 1995 to get its hands on the A4 and see and feel it for itself.

Unlike the European/global versions, which offered a wide variety of four-cylinder gas and diesel engines plus a compact V6, the North American lineup was kept simple. It was either a 1.8-liter turbo with five valves per cylinder or a 2.8-liter V6. Quattro all-wheel drive was available for both engine choices.

Impressions from America reflected those in Europe, with magazines at the time saying it was more than a match for the almighty BMW 3 Series, and the only real complaint was the tight rear seats. That wasn’t something you could say about the A4’s predecessor. So, it won over the critics, but positive reviews don’t always mean huge sales. The engineers had done the work, but it was now time to convince the public.

The Start of the Turnaround

Audi’s strategy for the A4 in the U.S. sounded simple enough: offer more for less than the 3 Series and C-Class. To say it worked would be an understatement; the compact executive sedan would mark the start of the company’s rebirth and redemption in the U.S. market.

In 1995, Audi sold a total of 18,120 cars in the U.S. Come 1996, the company had sold 15,288 A4s alone, with about two-thirds equipped with all-wheel drive. The A4 had sold better in its first full year than the entire range combined in 1992, 1993, and 1994. It was the savior that the brand needed in America, and things were looking up. A4 sales rose to 20,671 in 1997, then to 26,625 in 1998, and 32,137 in 1999.

Here to Stay

In all those years, the car accounted for a good chunk of Audi USA’s sales. Enhancements and improvements over the years further boosted the car’s appeal. The 12-valve V6 gave way to a 30-valve unit, boosting output and putting it in the same ballpark as the higher-spec 3 Series and C-Class. Audi then added the Avant to the U.S. lineup, and while it was more of a niche model, it still contributed to the model’s overall success. And let’s not forget the addition of high-performance S4 models, offered in both sedan and wagon guises.

By 2000, Audi sales had returned to 1985 levels, just before unintended acceleration claims caused panic. The company had sold 80,372 cars in America, again, most of which were the A4 and its derivatives. Simply put, without the A4, Audi wouldn’t be in America today, and the U.S. wouldn’t have cars like the A8, RS 4, RS 6, R8, and more. It also would’ve relegated the brand to a bit player in the world’s luxury car market.

Five generations later, Audi rather bafflingly dropped the nameplate in favor of A5. The car that saved it in America wasn’t discontinued; it was renamed. That said, the transition hasn’t been as well-received, even if the car is genuinely good. Perhaps the next-generation should bring back the name, and it might do Audi good the second time around.

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Camaro Muscle With Cadillac Proportions

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

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

The Rumors Lead Back To Lansing

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

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Could A V8 And A Manual Make The Cut?

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

Will Chevrolet Actually Build It?

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

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What It’s Worth Right Now

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

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

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

Condition and Details

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

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

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

The Offer

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

What Makes the Mitsubishi Lancer Evolution VIII Unique

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

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

Final Thoughts

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

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

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

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

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

Finally, a Manual

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

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

Another New Model

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

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

What’s the Big Deal?

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

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

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

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

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

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

Course Correction

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

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

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

Comeback Confirmed

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

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

Will the V8 Come Back?

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

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

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

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

1. All Wheel Drive Traction

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

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

2. Real Room for Five

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

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

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

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3. Ample Cargo Space

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

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

4. Physical Controls

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

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

5. The Hurricane Engine

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

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

Final Thoughts

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

To be the best in their class, they don’t only have to be economical, spacious, and well-priced, but they need to last hundreds of thousands of miles without costing their owners thousands in maintenance bills.

With car prices skyrocketing, many motorists are holding onto their cars for a few more years, and this is where long-term reliability comes into focus.

Toyota has long been defined by its impressive reliability record, and the Camry is one of its best-selling vehicles. Sharing its platform and running gear with several other Toyota models, a poor durability rating for the Camry can have a ripple effect across the product lineup.

The Accord is the second most popular mid-size sedan in the US. It has seen an impressive 32.7% year-on-year sales surge in 2026, and it too has a lot riding on how it performs once it starts getting into 200,000+ mile territory.

While it can take a decade or more for some to reach 250,000 miles, highway commuters and cab operators can easily rack up that sort of mileage far sooner. To assess which midsize sedan is better equipped to reach the 250k-mile milestone without costing you a bundle, we analyzed reliability and quality data from RepairPal, Kelley Blue Book (KBB), and J.D. Power.

RepairPal Comparison

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RepairPal’s Reliability Rating evaluates vehicle longevity by analyzing the cost, frequency, and severity of both scheduled maintenance and unscheduled mechanical repairs across a broad spectrum of model years.

The Honda Accord earns the top spot out of 24 evaluated midsize cars, posting a 4.0 out of 5.0 reliability score. The Toyota Camry is not far behind, equaling the Accord’s reliability rating, but falling short in a few other areas claim 3^rd place overall.

However, the Camry edges out the Accord with an average annual repair bill of $388 compared to the Accord’s $400. Both models beat the midsize segment average of $526 by a wide margin, but the Accord’s lower probability of severe repairs gives it the overall nod in RepairPal’s durability metrics.

It is important to note that this data is based on 2010-2019 model year midsize sedans, which is not much use to new car buyers, but provides some insight into how durable these vehicles are once they reach between 7 and 16 years of age, the point where they are more likely to have covered 200,000 miles or more.

KBB Reliability Data

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The Accord’s small lead over the Camry grows noticeably when assessing Kelley Blue Book’s standalone consumer reliability ratings.  In 2017, both models tied at an exceptional 4.7 out of 5.0, reflecting the refined, and mature platforms of the 9th-gen Accord and 7th-gen Camry.

Both dipped when the redesigned models were introduced for the 2018 model year, but whereas both soon recovered, the Accord has consistently received higher scores in the intervening years.

When the current generation models were introduced, the Camry dipped even further, while the Accord bucked the trend and has scored a stellar 4.8 out of 5 stars four years in a row.

The Details Matter

For our purposes, the older data is more relevant as this is where the mileages start to pile up, and the data requires a closer look to determine what the owner-reported issues have been over this period.

For the Camry, 8^th generation (2018-2024) models dipped in reliability by recurring owner complaints regarding hesitant automatic shifting, 12V battery drain, and infotainment glitches.

The Accord maintained higher scores throughout its 10^th generation (2018–2022) production run, but there have been problems with turbocharged 1.5-liter engines. These require strict adherence to manufacturer servicing schedules and issues like head gasket failure, fuel injector leaks and oil dilution can occur at higher mileages.

In contrast, the Camry’s low-stressed 2.5-liter inline-four in both gas and hybrid forms, has proven to be more robust. You may have to deal with other issues, but mechanically the Camry should have no problem making it to 250,000 miles and beyond.

J.D. Power Reliability Data

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J.D. Power Quality & Reliability scores measure owner-reported defects, design flaws, and assembly malfunctions during early ownership. The scores here reflect those early (90 days to 1 year) period for each model year, and here the Camry is the clear winner.

 The latest generation models have dipped a bit overall, but the older generation was dominant throughout.

The Honda Accord’s performance has been more erratic, dipping with the introduction of each new generation, and also posting low scores in 2019 and 2022 only to recover the following model years.

While J.D. Power figures evaluate ownership issues rather than quarter-million-mile mechanical endurance, they show that Camrys historically left the showroom floor with fewer manufacturing defects and early electronic gremlins which is a good platform to start with.

Honda Accord vs. Toyota Camry at 250K Miles

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After analyzing all three benchmarks in relation to how these two models should fare at 250,000 miles, a winner isn’t immediately apparent.

The Honda Accord claims the top scores for both RepairPal and KBB, both surveys that look at longer-term reliability performance. The Camry wins on J.D. Power owner quality and reliability scores, although these focus more on factory defects and design flaws, rather than long term durability.

Based on the figures alone, the Accord is the one to give you less trouble on the way to 250,000 miles, but you need to be careful which engine variant you pick. Models fitted with the 1.5-liter turbocharged are more prone to failure than the naturally aspirated and hybrid variants.

The Camry’s lower annual repair bill ($388 vs. $400 according the RepairPal) and its proven mechanical integrity should still get you to the quarter-million-mile mark, but there may be a few more problems to contend with along the way.

First Mild-Hybrid BMW M3 Sounds Angry

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

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

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

Final Thoughts

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

As Chinese consumers are increasingly favoring domestic brands over imports, Volkswagen is relying more on its Chinese partners to roll out new models specifically tailored to buyers in the world’s largest car market.

This year alone we’ve seen a slew of new models carrying the VW badge and developed with joint venture partners SAIC, FAW, and JAC Group, as well as technology partner XPeng.

A Stylish Yet Practical Electric Fastback Sedan

The latest China-focused Volkswagen model comes from the FAW-Volkswagen joint venture and it’s called the ID. Aura L5. It’s an all-electric midsize sedan that will join the ID. Aura T6 SUV as the second model in the ID. Aura family of EVs.

FAW-Volkswagen released the first official images of the ID. Aura L5 on October 16, coinciding with the regulatory filing images dropped by China’s Ministry of Industry and Information Technology, according to Gasgoo.

Designed by a Sino-German team, the ID. Aura L5 adopts the “flowing sculpture” design language inspired by the ID. Aura concept car unveiled at the 2025 Shanghai Auto Show.

Billed as a “smart fastback” and “super family sedan,” the ID. Aura L5 is technically a liftback, which will no doubt be a plus for practicality. The power liftgate is said to open beyond 70 degrees with an aperture wider than 39.4 inches (1,000 mm), making it easier to load bulky items.

The ID. Aura L5 retains the concept’s short overhangs and a long wheelbase for a coupe-like stance, while also borrowing elements like the slim headlights united by an LED bar, frameless doors, semi-hidden door handles, and a rear ducktail.

Up to 416 Horsepower Yet Limited to 109 MPH

As far as the dimensions go, the ID. Aura L5 has a similar footprint to the Volkswagen ID. Era 5S plug-in hybrid sedan and Europe’s ID.7 sedan, yet slightly bigger than America’s VW Jetta. It’s 192.2 inches (4,883 mm) long, 74 in (1,881 mm) wide and 59.3 in (1,506 mm) high, with a wheelbase of 111 in (2,820 mm).

Despite the ID. Aura L5’s low-slung, dynamic profile, FAW-Volkswagen says cabin space accounts for 84.4% of the vehicle’s footprint, which is a good space-utilization rate.

The new model will be available in six exterior colors (white, gray, silver, purple, gold, and blue), which indicates that FAW-Volkswagen is targeting younger buyers and their taste for personalization.

According to the regulatory filing, the ID. Aura L5 is based on the locally developed Compact Main Platform (CMP), which is also used by the VW ID. Era 5X SUV.

Power comes from an LFP battery pack that drives either a 208-horsepower (155-kW) rear electric motor in the RWD model or a 416-hp (310-kW) dual-motor powertrain in the AWD version. The top speed will be limited to 109 miles per hour (175 km/h).

We also know that select ID. Aura L5 trims will get lidar sensors for enhanced smart driving capabilities enabling easier and more convenient daily commuting. That’s all the information available thus far, but FAW-Volkswagen is expected to reveal more about the ID. Aura L5, including the driving range, in the weeks leading up to the official market launch in early 2027.

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

Red Out, Black In

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

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

Pick Your Level of Restraint

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

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

Ill-Timed But Still Appreciated

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

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

Final Thoughts

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

It’s been a couple of weeks since the BMW G50 3 Series reveal, and there’s been no shortage of topics surrounding it. No, we’re not talking about the i3, but rather the combustion-powered version. Let’s be honest: that’s the one more people will still buy, but even if the gas and electric versions look similar, they’re totally different under the skin.

Either way, the design leap from the outgoing model has been pretty shocking. BMW wasn’t kidding when it said the Neue Klasse era would be very different, and it is. So far, opinion on it has been divided, with some calling it a handsome-looking car, and others typing the usual comments of ‘it’s ugly’ and ‘BMW has lost its way.’ Mind you, this happens nearly every generation.

This isn’t the first time a redesigned 3 Series has split opinion. For those old enough to remember, the reactions were also divided about 20 years ago when the car became Bangle-fied.

Before Neue Klasse, there was Bangle

The uproar over new BMW design is far from new. Go back to 2001, and the world was greeted by the E65 7 Series. Critics were far from pleased with the design, and fans of the brand called for the resignation of then BMW design chief Chris Bangle. It got so bad that Bangle was actually getting death threats at the time, even if it was Adrian van Hooydonk who actually penned it.

Then came the E60 5 Series, which premiered two years later. While the comments weren’t as brutal as the 7 Series, the design was initially met with, let’s be honest, hate. That said, the car has aged wonderfully, and it still surprises some people that it’s over 20 years old now. Its backstory is interesting, too, as Chris Bangle and the design team kept the design as a way to honor the person who sketched it, Davide Arcangeli. Arcangeli sadly never saw his creation come to life, as he passed away in 2000, well before the car’s unveiling.

Either way, the reception towards the new-age BMWs wasn’t the warmest. With that, people were understandably worried about how the next-gen 3 Series would pan out. If folks at the time felt BMW could do that with the 5 Series and 7 Series, what stopped the brand from doing the same with the beloved 3 Series?

An Unenviable Task

Redesigning the BMW 3 Series was, and always will be, an unenviable task. Still, it had to be done, and it also had to follow the form of its bigger brothers. The challenge was: how do you make the 3 Series revolutionary without alienating its rabid fanbase? That task fell to Joji Nagashima, and if you’re familiar with BMW lore, the man is a legend for the E39 5 Series.

With that, Nagashima took the flame-surfacing elements from the 5 Series and 7 Series and made them work in a smaller body. The result was a massive jump from its predecessor, but it still looked in tune with the rest of the range. Now, for those who say they loved it the first time they saw it, we can believe you, but there were still scathing comments.

That said, the BMW E90 3 Series probably got the least backlash in the early Bangle era, possibly because people’s eyes were starting to adjust to the designs inside and out. It wasn’t spared from criticism, especially as it came right after the much-loved E46. But, like the E60 5 Series, it got better over time.

Deja Vu

21 years after the E90 came out, the 3 Series is at a crossroads yet again. The G50 is getting the same kinds of comments its grandfather got, with some saying the car was butchered. Like the E90, the G50 replaced a design that was universally loved both inside and out, and the radical new look was bound to draw some flak. If anything, this new era of BMW is taking us back to the days of Bangle-led design, but now, there’s more noise because of the internet’s even greater reach.

Now, we’re not forcing anyone to gaslight themselves into liking the way the G50 looks. However, you can’t deny the parallels with the E90. You can love the E90 and hate the G50, and that’s a valid take, but we’re also old enough to remember how the E90 was first received.

Our take? We say give the G50 a chance the same way the E90 was allowed to let its talents shine. If people who didn’t like the E90 when it first came out eventually changed their minds, we might see the same with the G50.

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

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

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

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

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

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

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Technology: Modern Features, Familiar Pleasures — 9.0/10

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

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

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

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

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

Interior And Practicality: Almost Flagship Luxury — 9.5/10

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

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

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

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

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

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

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

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

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BMW was riding on a high in the ’90s with record sales, raving reviews, and further strengthened its brand’s equity. It was an era that produced some of the most iconic models such as the E31 8 Series, E36 3 Series, E38 7 Series, E39 5 Series, and the E46 3 Series. Entering the new millennium, however, things took a very different turn.

2001 saw the introduction of the E65 7 Series, a car whose launch was met with so much hate from the brand’s fanbase, there were calls for chief designer Chris Bangle to step down immediately. But what scared people more is that the upcoming models were going to get the same styling treatment, including the 5 Series.

Following up from the wonderfully-proportioned E39 5 Series designed by Joji Nagashima was always going to be a monumental task. But instead of backing down, BMW forged ahead with what eventually became the E60 model.

Drama Behind the Scenes

The design story of the E60 5 Series is actually one of rising from tragedy. While Chris Bangle was on the receiving end of the hate and death threats (no exaggeration), the car was penned by someone else. Like the E65 7 Series, the E60 was designed by a young, promising designer. His name was Davide Arcangeli, and in his 20s, drew up such cars as the Peugeot 406 Coupe and the Honda Argento Vivo concept that would later inspire the S2000.

Arcangeli started work on the car in the late ’90s, but a devastating blow hit the design team. The young Italian designer was diagnosed with leukemia, and passed away on December 16, 2000, just before he was to start treatment. In an interview with BMWBlog, Chris Bangle said his passing deeply affected the team. From there, it was decided that Arcangeli’s design was to remain mostly unaltered in order to honor their fallen friend.

The Reveal

The E60 5 Series made its world premiere in 2003, and the reaction of many of the press and public was harsh. While the reception was not as brutal as the 7 Series, there was no escaping the scathing remarks about the way it looked. From the elegant and smooth lines of its predecessor, the E60 was sharp, angular, aggressive, and bold. It was almost like the model line skipped one or even two generations, much to the shock of pretty much anyone who laid eyes upon it.

Evolutionary was not a word that described the E60. Park it beside an E39, and it was a stark contrast in design language. It almost seemed that BMW wanted to provoke a reaction from everyone, including people who aren’t into cars. For fans of the brand, it was an act of treason. Comments were divisive to say the least, much like what everyone has to say about the current design language. 

It was the same story inside, too. The integration of iDrive drew flack from consumers and reviewers alike. While it wasn’t as fussy as the one in the 7 Series from the same vintage, it totally changed the classic BMW layout.

Under the Skin

While fury was being dished out on its design, the tech and engineering behind it was great. It featured aluminum construction to keep weight down, all while boasting a stiffer chassis. It then threw in tech that felt reserved for flagship models at the time including active steering, steering responsive headlights, active anti-roll bars, and more.

The E60 broke many BMW traditions, but one thing it kept true was its ability to deliver driving joy. By the time more people started driving and reviewing it, it was undeniable that it was still a hugely dynamic car that made its predecessors proud. It also helped that the initial engines were carried over from the E39, so it was either the trusty M54 inline-sixes or the robust M57 turbodiesels.

The car impressed with its capabilities, and over time, comments about its design started to soften, and even started to gain more fans. British motoring journalist James May gave it a glowing review, and was also one of the few folks who actually liked the design from the get go. The design was controversial, but there was no questioning the car’s abilities.

“The V10 One”

But perhaps the ultimate move to make amends has to be this generation’s take on the M5. Much has been said about the E60 M5, especially its V10 engine, and while there’s not much one can do about the styling, its ten-cylinder wail silenced the haters in no time.

But the E60 M5 was defined more than just its spectacular engine. It also set the blueprint for future M models in terms of technologies and real-time settings adjustment. You can change the ferocity of the gear shifts, the pliance of the suspension, and go from 400 hp to 507 with a press of a button, among other things.

You’d have to be jaded to not appreciate the madness of this car. No one had stuck a V10 in a sport sedan before, and just to dial up the absurdity, BMW shoved that engine into the wagon as well. Sure, Audi responded with the V10-powered RS6 sedan and Avant not long after, but it was BMW that planted the flag first.

Defining a Decade

As time went on, the E60 5 Series would eventually be instrumental in defining the design language of the decade. We eventually started seeing more cars that applied some of the elements seen in the E60. The once-derided ‘Bangle Butt’ was making its way to more sedans, as well as swept-back headlights, more complex and intricate panels, and more advanced infotainment systems.

Because the E60 was so forward-looking, it barely aged throughout its production. Indeed, it still surprises some people that it’s been over 20 years since it first came out, and 16 years since the last one rolled off the production line. The car had managed to prove the naysayers wrong by first proving it was a BMW in the way it drove, then eventually showing that there was cohesion and substance in its design.

It still looks modern and contemporary, and the only thing that really dates it is the on-board technologies. Still, if you give it a more modern infotainment system with Apple CarPlay and Android Auto, one could still mistake it for a car from this decade. On second thought, an E60 with a CarPlay or Android Auto adaptor doesn’t sound like a bad idea at all.

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Dr Piëch’s Technological Masterpiece

And this brings us to the C3, or Type 44, which launched in 1982 globally and as the second iteration of the 5000 in America in 1983. None other than Ferdinand Piëch led its development, then still an engineer at Audi, but later heading up the entire VW Group, and eventually one of the most influential figures in automotive history. The Type 44 was a huge advance over the C2, with a drag coefficient of just 0.30 in base form. Using the same basic engines, it was a lot faster and more efficient. The top Audi 5000 Turbo models had 217 hp and could reach 150 mph. 

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It was bigger but lighter than the C2, thanks to its advanced weight-saving measures, including rust-proof plastic for the spare wheel well and thinner, stronger glass; the curb weight of the base C3 in Germany was under 2,600 pounds – a remarkable result for a 188-inch midsize car. The doors were marvels of engineering. Their hinges carried the steel door skin, and on the inside of the skin a bolt-on lightweight magnesium-alloy structure held the door internals and extended upward to form the door frame. Pins went through holes in the glass and hooked into channels in the door frame to provide completely flush glazing, and the channels were hidden behind black shade bands in the glass. The window seal alone took three years to develop.

Disaster Strikes

During the ’80s, “unintended acceleration” was on everybody’s mind. Several automakers were under investigation for cars that suddenly accelerated and caused accidents, with various reasons cited for these incidents. Audi became the focus in a November 1986 “investigative report” by 60 Minutes. Stories surfaced of Audi 5000s accelerating when people stepped on the brake, and accounts like that of Kristi Bradosky, who ran over her 6-year-old child in her Audi 5000, were headline news. What 60 Minutes viewers didn’t know is that the producers rigged the demonstration Audi they used to accelerate when you hit the brake, adding fuel to the fire. So was there anything wrong with the 5000 at all?

Three years later, in 1989, the NHTSA finally published its report, exonerating Audi. In fact, many of the instances of unintended acceleration in Audis and other brands were just people inadvertently stepping on the wrong pedal. It didn’t help that the 5000’s gas and brake pedals were quite close together, and that a failure in the Audi’s electronic idle-stabilization system could cause a rather high idling speed. This could produce a stronger-than-normal vehicle movement when the car was put into gear, which may have startled some drivers, who then hit the brake. Only, they hit the accelerator instead…

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Nonetheless, Audi made changes to the cars, tweaking the pedal layout and linking the brake pedal to the shifter, so you couldn’t shift into gear unless your foot was on the brake. Audi also abandoned the 5000 name and reverted to the European 100/200 naming convention in the bid to distance themselves from the tainted model. But the damage was done. From a high point of nearly 75,000 sales in 1985, Audi sales crashed, and by 1991, annual sales were hardly breaching 12,000 units. Sales only returned to pre-scandal levels in 2000.

You Can’t Keep A Good Man Down

It was essentially the death knell for the Type 44 in the U.S., but elsewhere, things were quite different. Piëch’s technological marvel was a big success for Audi in international markets. It was the European Car of the Year in 1983 and was built in many factories across the world, as far afield as South Africa and China. Avant and sedan versions were produced, and the 100/200 would continue in production until 1992. But it was hardly the end of the line.

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A restyled Type 44 would be repurposed as the Audi V8 (above), Audi’s first full-size executive sedan – and the predecessor of the all-aluminum 1994 Audi A8. The spacious Type 44 shell already provided S-Class-like room for passengers, and with a restyle and a brand-new 3.6L V8 based on a doubled-up 1.8L Golf 2 16-valve engine with a new aluminum block, Audi’s flagship sedan from 1988 to 1993 would still be the good old Type 44 under the skin.

Through the VW Group’s FAW-Volkswagen joint venture, Type 44 production continued in China under the Audi brand until 1999, and under the Hongqi brand after that. Several Hongqi CA derivatives and the Hongqi Century Star parade cars, many of which were stretched limousines, were built and sold in China until 2005, a full 23 years after Type 44 production started. The Century Star (below right) even used the headlights from the C4 (Type 4A), the successor of the Type 44.

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And yet, it’s still not the end. The Type 4A C4 Audi 100/200 (below), the Type 44’s successor, which commenced production in 1990, was not an all-new car. So good was the Type 44’s basic design, and so advanced its technology, that the Type 4A was essentially just a heavy update of the existing car. It retained the same size, wheelbase, flush glazing, proportions, and design hard points of the old car, but with modernized crash structures, a stiffer body, new V6 and V8 engines to supplement the stalwart inline 5-pot, and fresh new looks. Under the skin, much of the groundbreaking Type 44 was still in evidence.

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Final Thoughts

The Type 44 has a checkered history in the U.S., where it was almost responsible for the demise of Audi USA through no fault of its own. The Audi Unintended Acceleration debacle became a case study in how the excruciatingly slow NHTSA response and deceptive media coverage destroyed a good product with no inherent safety flaw. It didn’t help that people stepping on the wrong pedals is such a widespread phenomenon in America that the NHTSA was investigating 50 models from 20 automakers for the problem in the ’80s, which, in most cases, were just people hitting the gas when they meant to hit the brake. It still pops up frequently, even today.

It’s a shame that this scandal has cast a shadow on one of the most significant Audis in history. It might have flown beneath the radar compared to exciting products like the Audi Quattro sports car, but Ferdinand Piëch broke the mold with a car that would set the template for Audi’s reputation for innovation and technological leadership for decades to come. One of the most influential men in automotive history created one of the most influential Audis of the modern era, pioneering many of the features (such as flush glazing) and lightweight engineering that we now take for granted in modern cars.

That sort of sales dominance doesn’t come from sheer luck alone, and the Camry has earned its title each year by constantly refining and developing its reputation for bulletproof reliability, smooth comfort, and great value.

To many owners, the Camry has been a one car do-it-all solution for school runs, shopping trips, long-distance journeys and everything in-between. But in some parts of the country, the added security of AWD during the winter months is a real boon.

Aside from a short run from 1988-1991, the Camry didn’t get AWD in the modern era until the 2020 model year. Since then it has been an option on various trim levels, and it is available on the ninth-gen Camry across the range.

We assess what the pros and cons are of opting for a new Camry with AWD and compare it to some of its closest AWD sedan rivals.

The Toyota Camry AWD

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The all-wheel-drive system used in the 9th-generation Camry is different to its predecessor, and most of its rivals, too. Instead of relying on a traditional mechanical setup, Toyota uses an advanced Electronic On-Demand All-Wheel Drive system. Where traditional AWD vehicles rely on a heavy transfer case and a physical driveshaft running from the front engine to the rear axle, this system uses a dedicated electric motor on the rear axle to drive the rear wheels.

This intelligent setup makes perfect sense for maximizing both efficiency and all-weather capability in a family sedan. It operates completely seamlessly in the background, reacting to inputs from the ECU to control the distribution of torque to the rear wheels when the road conditions are slippery. In normal road conditions, the Camry relies solely on the front wheels for traction.

While it is not designed to offer true off-road capabilities, it delivers ample traction in inclement weather and makes sense for anyone who regularly deals with rain, snow, or loose gravel.

Opting for the Electronic On-Demand AWD system adds a premium of $1,525 to the FWD Camry, regardless off trim level. But the additional cost is not just buying you extra traction; choosing AWD adds the rear electric motor which bumps the total system power up by 7-hp, helping maintain overall performance.

Even with this very efficient electronic AWD system, the marginally higher curb weight of the additional electric motor does come with a slight fuel efficiency penalty. The base LE AWD sees its city fuel economy drop slightly from an estimated 52 mpg to 50 mpg, though highway economy remains unchanged, at 49 mpg.

Rivals

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Two of the Camry AWD’s closest rivals are the Hyundai Sonata and Nissan Altima. Both competitors offer traditional gas engines paired with mechanical all-wheel-drive setups that cost $1,500 extra over their FWD counterparts.

The Hyundai Sonata SEL Sport AWD is powered by a 191-hp 2.5-liter 4-cylinder. The 8-speed automatic transmission is smooth and unflustered in operation and doesn’t have the same CVT drone under hard acceleration that the Toyota does, but the lack of a hybrid engine or efficient CVT transmission means that its overall fuel economy is well off what the Camry can achieve.

The Nissan Altima SV AWD provides a budget-friendly alternative to these two, starting at $29,080. It also features a 2.5-liter 4-cylinder engine but is slightly down on power compared to the Hyundai. It also uses a CVT system like the Camry, but it is a traditional belt and pulley style, which is less efficient.

Nissan’s Intelligent All-Wheel Drive system monitors road grip to deliver power where needed, and while both it and the Hyundai AWD setup can send all power to the front wheels when additional traction isn’t required, but the additional drag of the mechanical coupling to the rear wheels still pulls down the fuel economy figures. Both the Altima and Sonata’s overall fuel economy drops by 2 mpg with AWD, but they can’t come close to matching the hybrid Camry in fuel efficiency or performance either.

The Toyota Camry AWD is the Default Choice Here

In most comparisons involving high-volume family vehicles, the differences between makes tend to be marginal. Their pros and cons will tend to appeal to different customers, making the final decision more of a personal preference than anything else.

When it comes to AWD family sedans, the decision becomes far less subjective. In terms of performance, efficiency, and technology, the Toyota Camry is essentially a generation ahead of its rivals. Aside from a marginally higher base MSRP (which you should recoup easily thanks to the vastly better fuel efficiency), the Camry is the best choice here.

But remember, regardless of which wheels are driven, the best way to ensure that you stay safe on the roads is to have the right tire for the conditions.

A Familiar Silhouette With Mitsubishi’s New Face

The most obvious influence on the front fascia comes from the newly revived Montero, known as the Pajero in other markets. Mitsubishi unveiled its new flagship on September 2, 2026, with distinctive T-shaped headlights and a choice of grille treatments, including honeycomb, which I’ve opted for on the Evo renders for a more aggressive look than the Montero’s alternatively available lateral slat inserts. Those ingredients translate surprisingly convincingly onto a lower, wider sedan. Here, the shallow upper lighting strips stretch toward the Mitsubishi emblem, while stacked outer lamps give the nose an unmistakable family resemblance. Beneath them, the expansive black grille, deep bumper openings, and projecting splitter make the front look hungry for cooling air.

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The Montero connection feels appropriate, as both nameplates carry Mitsubishi’s reputation for making traction and rough-weather capability central to a vehicle’s character, albeit in distinctly different ways, so translating that shared confidence into a sporting sedan gives the design some continuity with the company as it exists today, even if its lineup currently consists only of SUVs. The underlying silhouette nonetheless remains familiar, unlike what’s been done to the iconic Eclipse nameplate: an upright compact saloon with pronounced rear haunches, a vented hood, and a wing that makes no attempt to be inconspicuous. Dark multi-spoke wheels and Tommi-Makinen-Edition-inspired silver, grey, and white graphics reinforce its rally-ready identity.

Eclipse Cross Details Meet Three-Pedal Intentions

Around the rear, the inspiration shifts to Europe’s electric Eclipse Cross, mostly because the Montero’s vertical LED taillights didn’t look quite right on the much lower, sedan form factor. Mitsubishi introduced that European model in September 2025, describing its sculpted rear-end design through the theme of “Hexagonal Stability.” It looks very different, and substantially more modern, than the somewhat forgettable Eclipse Cross we have in North America. Here it is pictured below:

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The render adapts its angular lighting language to a conventional sedan’s trunk and shoulders. Thin horizontal lamps sit within a dark panel before stepping downward at the outer corners. It’s a more contemporary signature than simply reproducing an earlier Evo’s taillights, yet the broad stance and towering spoiler keep the result recognizable. A deep diffuser and four exhaust outlets make this interpretation’s combustion-powered ambitions clear, and those outlets are, of course, fun to look at, too. The old Evo’s appeal came from the impression that its aggression served a purpose—primarily to frighten Subarus—and a production version would need the substance to justify this sort of visual character.

Inside, the portrait touchscreen, digital instruments, and ambient lighting borrowed from the European Eclipse Cross bring the cabin into the present, but the most important addition is undoubtedly the manual gear lever and three pedals. They reestablish the relationship this car, and, ideally, Mitsubishi, wants with its drivers.

Mitsubishi’s Evo Dream Still Needs A Business Case

Though these renders are purely fictional for now, the Evo comeback rumors do have some foundation in Mitsubishi’s own aspirations. In a November 2025 interview with Australia’s Drive, engineering fellow Kaoru Sawase described reviving the Lancer Evolution as his personal dream and discussed electrification as a possible direction. Those comments fueled speculation about a hybrid or electric successor but didn’t establish a concrete development program (Autoblog). More recently, at Mitsubishi’s June 18, 2026, shareholder meeting, president and COO Keisuke Kishiura expressed a desire to make cars such as the Lancer Evolution again. Crucially, though, he also clarified that the company had no concrete plans to reintroduce those models. His enthusiasm was encouraging, but the company still hasn’t committed (Car Watch).

Mitsubishi’s Ralliart activities provide a tangible connection to competition through the Triton’s cross-country rally program. Turning that investment into a new performance sedan would require strong justification: a suitable platform, a significant development budget, and enough buyers willing to pay for it. An electrified Evo could still honor the original’s engineering spirit, and Mitsubishi’s own heritage account traces today’s electric-motor-based Outlander PHEV all-wheel-drive control back to principles developed for the Evolution. The hardest part is preserving the involvement, responsiveness, and accessible excitement that once made the badge so desirable.

These renders, though entirely imaginative, at least show that such ambitions could be met with a persuasive shape, using Mitsubishi’s current design language as inspiration. The familiar sedan proportions make it feel authentic, the new Mitsubishi styling details keep it fresh, and the manual gearbox makes its priorities wonderfully clear. I would love to see the company build something that earns this look through how it drives, but for now, the images merely offer a satisfying reminder of how much meaning three diamonds and a large rear wing can still carry if done right.

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Dodge’s intention of reinventing the muscle car for the electric era has, so far, been an abysmal failure. It seems the Challenger Daytona EV was largely undesirable to V8 loyalists who actually want to hear real engine noises and feel the car’s connection to the road, despite the fact that the electric version could launch to 60 mph in as little as 3.3 seconds. Dodge has since shoehorned its twin turbo six-cylinder Hurricane engine into its redesigned Charger to temporarily appease the faithful.

I was deeply curious how satisfying the powertrain would be, as well as how convincing a completely redesigned Charger would look and feel. My tester was a 2026 Charger Scat Pack Plus with the Sixpack high-output version of the 3.0-liter twin-turbo inline-six mated to an 8-speed automatic transmission routing power to all four wheels. That equates to 550 hp and 531 lb-ft of torque. My tester’s base price was $56,995. Including options and the $1,995 destination charge, the total price came to $68,320.

Exterior and Interior Styling – 9/10

It was smart for Dodge not to completely change the look of the Charger. It’s inspired by the model from the late ’60s and early ’70s but retains the general body shape from the last generation. The exterior dimensions, however, are vastly different. The 2026 Charger has grown by over 8 inches in length, nearly 5 inches in width, and almost 2 inches in height. The full width LED lighting that joins the headlights, the creased front fenders, and the huge hood bulge give the front end menacing muscle car presence. The body crease that extends from the front door to the tail adds character.

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There’s no question that the Charger is long, and it’s hard to ignore from the profile view, but its muscular quarter panels help mitigate that length. Details like the hood bulge, tasteful decklid spoiler, stunning full-width lighting elements, and the illuminated Fratzog logos make the car look both unique and properly retro. The car has real presence without screaming, and its overall design is a bit more elegant than the last Charger.

Even more than the exterior, the redesigned Charger receives a much-needed modernized cabin. Despite the preponderance of dark plastic, most everything is very well done and appropriate for a new generation of Charger. The broad, layered dashboard incorporates two large screens, which look better separated than the typical single frame setup that’s prevalent these days. The three-spoke squircle steering wheel is sporty and not overdone. I especially love the waterfall/grid trim that wraps around the dash and door. It uses sconce-like ambient illumination that’s configurable, and it looks especially stunning at night.

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There is a lot of dark plastic inside, but it manages to be well made and doesn’t feel cheap. The almost total absence of piano black in the cabin should be applauded. The red stitching on the seats, dash, door, and steering wheel look great. There’s even some white stitching peppered in on the dash and door. The cabin is finally where it needed to be after the much bulkier and far less attractive version found in the last Charger.

Infotainment & Technology – 8.75/10

The Charger gets its tech right. It doesn’t overwhelm the cabin with a huge single frame number and doesn’t relegate climate and audio controls to the screen. The system isn’t massive like other vehicles, and it’s nice to have a setup that looks more driver focused due to the separation of the optional 16″ digital instrument cluster and the 12.3″ touchscreen. The UConnect 5’s vertical menu bar on the left is clean, but spacing is tight. It’s also easy to hit the wrong function at night because the physical audio knobs that flank the touchscreen aren’t illuminated.

The larger upgraded 16″ instrument display is vivid and configurable. It’s easy to read and tossing up the data you want is quick using the steering wheel controls. There’s also a large wireless charging deck that had no problem connecting to my iPhone, even with a very thick case over it. Not every wireless charger I’ve come across has been able to do that.

Other tech-focused features that came with the optional Customer Preferred Package included Performance Pages for track days, head-up display, surround-view camera, traffic sign information, integrated voice command. Standard safety features included Adaptive Cruise Control w/ Stop & Go, Active Driving Assist, and Full-Speed Forward Collision Warning Plus. The Line Lock feature comes with the High Output engine, allowing the Charger Scat Pack Plus to perform tire-smoking burnouts. Finally, the Charger Scat Pack Plus comes standard with a 9-speaker Alpine premium audio system with subwoofer.

Comfort, Space, and Usability – 9/10

The interior is quite comfortable, especially with the optional $1,150 Highback Performance Seat upgrade. The backrests are broad, and the cushioning and bolstering are just right. It took some time for me to get into the right seating position, but once that was achieved, visiblity was, for the most part, very good. The rearview mirror, however, is situated far too low and for someone my height (6′), the mirror was situated halfway down the windshield, (even with the cushion moved to its lowest positiong.

Touch points are properly soft, and the cabin feels airy compared to the nearly claustrophia-inducing interior of the last charger. Much of the bulk of the center console and center stack have been greatly reduced. The shift knob is interesting. Mimicking a mechanical shifter, this one is rather long and bulky. It responds well and feels good in the hand, but it also covers the phone charger when it’s in the Park position.

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The Charger’s electronic door handles take some getting used to. Lexus has done this on some of their vehicles, but they come with a pull feature located on the same surface as the button. The Charger’s fail safe physical door handle is situated lower along the front upper edge of the door pocket above the cupholder section. I’m not sure why Dodge didn’t just give it a standard door handle.

The rear outboard seats are excellent, and even the middle position isn’t terrible. 37.2 inches of rear legroom means that tall adults have space. The sloping roofline doesn’t cut in too much and provides 36.9 inches of headroom. That’s but a smidge less than the current Honda Accord. In terms of cargo space, the liftback design allows for 22.8 cubic feet of cargo space behind the rear seats and 38 cubic feet with the rear seats folded down. Even with the seats up, that number eclipses every conventional sedan out there.

Driving Experience – 8.75/10

The 2026 Dodge Charger Scat Pack Plus’s upgraded engine trades Hemi thunder for twin-turbo punch, and its high-output 3.0-liter inline-six doesn’t feel or sound like much of a compromise. It’s properly loud (even in Auto drive mode) and powerful wth 550 horsepower and 531 lb-ft of torque. Getting on the gas doesn’t deliver immediate thrust, but once it gets going, the Charger delivers smooth and authoritative acceleration via all four wheels, a boon for Windy City winter drivers.

The Charger Scat Pack Plus Sixpack will do the 0-60 sprint in just 3.9 seconds. That’s Hemi-engine quick, despite the substantial weight increase. Handling is predictable and not unwieldy, though. The transmission isn’t super-quick to downshift, making it feel less lively under spirited driving. Grip and balance are good; the steering has good effort with pleasing feedback, but the Charger handling can’t escape its heft and size. Initial brake bite is a little soft, but it’s progressive and predictable after that.

Final Verdict – 8.9/10

The important thing to remember here is that the gas Charger muscle car is back. It may be down two cylinders, but it doesn’t have to make any excuses for it. The high output Hurricane engine is muscle-car goodness, and it delivers the sound and the fury. The Charger Scat Pack Plus is properly powerful, boisterous, and entertaining to drive. We’re just glad that Stellantis/Dodge admitted its mistake in eliminating gas from its Challenger. It’s also roomier, more user-friendly, and more comfortable. The all-wheel drive traction makes this a muscle car that can do family duties in winter, and that makes it even more attactive.

BMW has invested heavily in the Neue Klasse cars. It all started with the iX3, and it’s being followed through by the i3. These cars have set the blueprint for what we can expect from Munich in the coming years, and even cars that don’t utilize the platform are getting tech from its electric stablemates.

But the Neue Klasse cars didn’t just signal a new design language for the brand; rather, the tech in these will be rolled out to more models down the line. What we’re witnessing is a bit of a repeat of the Bangle era, but cranked up to 11.

Bold Range Claims

The BMW i3 made its world premiere a few months ago, and it’s been making all the right noises. Demand has been so high that the company had to open the order books early, and it looks like it’ll be a hit for BMW. But what makes the i3 attractive is its range, or at least the claimed range.

In European testing methods, the i3 can travel up to 559 miles on a single charge. Meanwhile, EPA estimates rate the electric sedan at 440 miles per full charge. By building an EV with range that rivals combustion-powered vehicles, BMW made a battery-powered vehicle that’s worth considering.

Meanwhile, in China

China has its own version of the i3, as that market prefers its cars stretched. The i3 50L debuted not long after the global version, and BMW also builds it there. More recently, the first China-produced i3s have rolled out, and BMW has an even bolder claim for it.

BMW China announced that it recently tested one of its cars, and it traveled 1,213 ‘real-world’ kilometers. In imperial units, that’s 753.7 miles on a full charge, far more than the claim in Germany. BMW China says the car was driven through a wide variety of conditions, from highways, city streets, provincial roads, and more. It adds that the car made it to its destination with 1% charge left.

Granted, that was an extreme test, and we probably would start looking for a charger once it hits 20%. That said, it’s an impressive feat, and we’ve come a long way in electric mobility. There is a bit of a disclaimer, though, as the Chinese i3 has a different battery composition from the rest of the world. Still, the i3’s range is nothing to sneeze at, and it will be interesting to see if it can do at least 400 miles once owners have it.

The next-generation Toyota Corolla is coming soon, and there are already some interesting rumors ahead of its expected 2027 launch. While people are talking about a new design and hybrid system, the main news is about the technology inside. Toyota plans to use a four-domain electronic system that could allow the Corolla to work with many different types of engines.

According to reports out of Japan, the new Corolla will split its electronic guts into four separate groups. That’s a big departure from the playbook of Tesla and most Chinese EVs, where everything gets crammed into a handful of supercomputers running the whole show.

Four Domains Could Give Toyota More Flexibility

According to Nikkei CrossTech, the Corolla’s new system will be divided into four areas: driver-assist technology, motion control, cockpit features, and body electronics. This means that things like crash-avoidance, braking, infotainment, power windows, and headlights will each have their own dedicated systems.

Each of these areas will reportedly have its own controller, allowing Toyota to adjust them as needed. The main advantage is flexibility. Instead of redesigning the entire system for each new engine or electric vehicle, Toyota can simply update the motion-control part to match the engine type.

This is important because Toyota is not focusing only on electric vehicles. With this flexible system, the Corolla could use a traditional gas engine, a hybrid, a plug-in hybrid, or a fully electric setup, with the automaker having the capability to easily switch between them.

Splitting things up like this also helps with safety. If your radio glitches out, it’s not going to mess with your brakes or driver-assist tech. Keeping these systems in their own lanes makes it easier to spot problems and keep everything up to code. Over-the-air software updates are another potential benefit, allowing certain vehicle functions to receive improvements after purchase.

However, there are some drawbacks. Using four domains means more wiring, heavier harnesses, and extra control units compared to centralized electronic systems. Also, having several powerful controllers does not help reduce hardware costs.

What Else We Know About the Next Corolla

The next Corolla is expected to arrive in 2027, with the sedan likely coming first. It will probably have a new 1.5-liter four-cylinder engine, and there will also be a hybrid version. Some reports mention a possible 70 mpg for the hybrid, but this has not been confirmed by Toyota.

For now, Toyota has not shared many details, so the specifications and timing may still change. However, this four-domain system seems like a smart choice, as it allows Toyota to create different versions of the Corolla without starting from scratch each time.

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The Nissan Altima might be showing its age, but the automaker isn’t ready to pull the plug just yet. The 2027 model is official, with the nameplate sticking around for another lap – though the trim lineup is now even simpler, and the price tag has crept up a bit.

This time around, the choices are down to SV and SR – front-wheel drive comes standard, and if you want all-wheel drive, you’ll need to spring for the SR. The SV Special Edition and SR Midnight Edition have quietly left the building.

The 2027 Altima now starts at $27,790, plus a $1,275 destination fee. That’s a slight bump, but it keeps the Altima in familiar territory – just with fewer trim flavors to choose from.

What’s New for 2027? Not Much, Really

If you were expecting major updates, you will have to wait. The Altima still uses the same 2.5-liter four-cylinder engine and Xtronic CVT. The power remains unchanged: 188 horsepower and 180 lb-ft of torque for front-wheel drive, or 182 horsepower and 178 lb-ft for all-wheel drive.

Fuel economy is still decent for a good old gas-powered sedan: up to 26 mpg city and 36 mpg highway for front-wheel drive, or 25/33 mpg if you opt for all-wheel drive.

The SV keeps it simple: 17-inch alloys, an 8-inch touchscreen, Apple CarPlay, Android Auto, and those Zero Gravity seats. The SR gets you a sportier look, 19-inch wheels, a bigger 12.3-inch touchscreen, wireless phone integration, paddle shifters, and a sport-tuned suspension if you stick with front-wheel drive.

Nissan Safety Shield 360 is still standard, so you get all the usual driver-assist goodies: automatic emergency braking with pedestrian detection, blind-spot warning, rear auto braking, and lane-departure warning. If you want ProPILOT Assist, it’s still an option on the SV.

Getting Ready to Leave the Lineup

The 2027 Altima is already on sale in the US, giving sedan fans one more choice while the rest of the industry chases after crossovers and SUVs.

But the Altima’s days look numbered. Nissan has confirmed it’s preparing to pull the plug as part of a bigger lineup shakeup, so the 2027 model could be one of the last chances to grab on.

Notably, Altima sales are declining. Nissan sold 56,424 units in the US through September, which is a 26% decrease from last year. The Altima remains a well-known midsize sedan, but the lower sales numbers show why Nissan may be considering discontinuing it.

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Both electric sedans felt most natural when driven smoothly, but the Lexus’s controls, ride, and cabin encouraged that approach more consistently. The Mercedes still seemed eager to appeal to someone younger and sportier, even though its most convincing quality was how pleasantly it settled into a relaxed cruise. My time with each vehicle was brief, and the comparison, of course, reflects that context. The models’ specifications nevertheless create a useful buying dilemma: my CLA 250+ and ES 350e Luxury were priced just $1,010 apart.

All prices include destination and are in U.S. dollars. Starting prices use published U.S. pricing; the Lexus’s as-equipped price is the event sheet’s “estimate.” Charging times are manufacturer estimates under suitable conditions; battery figures use each manufacturer’s stated basis.

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Exterior Design: Both Look Better in Person

The Mercedes’ MANUFAKTUR Patagonia Red Metallic paint, intricate AMG wheels, and contrasting black details gave it considerably more presence than I expected. Its shape looked more cohesive in person than on a screen, though some of the styling still felt a little self-conscious. The guppy-nose front end still takes some getting used to, and the overall form factor still feels a bit too reminiscent of the bulbous EQS, but my general takeaway was that it didn’t look as offensive as I had initially thought. The Lexus, though, changed my opinion much more drastically once I saw it in metal.

Perhaps I have an old soul, but the Lexus won me over differently than the CLA. While I felt less sour about the Benz after seeing it in person, I grew quite fond of the ES’s appearance on closer inspection. Wavelength paint and the large multi-spoke wheels suited its sweeping proportions brilliantly, helping the unusual details feel part of a broader design and instantly making the outgoing-generation ES look a decade older. I initially doubted both cars’ appearances, but the ES made the stronger case for changing my mind. Those wheels, though, despite how striking they look, also come with a real-world caveat. Lexus quotes 307 miles with its standard 19-inch wheels, but 292 miles with the 21-inch set fitted here. They may have improved my opinion of the design, but at the cost of a slight range drop.

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Interior: The Mercedes Aims For Younger Athleticism; The Lexus Modernizes Familiar Serenity

The CLA’s interior also appeared quite striking in person. Its layered materials, contrasting colors, and sculpted details gave it an eccentric character that made the cabin feel younger and more athletic, and its Burmester sound system stood out, delivering a sound experience that feels two classes above. However, the expanse of screens across the dashboard made the cabin feel a bit overstimulating, and it felt like a slightly lazy design choice in a cabin that’s otherwise quite intricately layered. My Pinnacle-equipped car included a passenger display, and I struggled to see how often that extra screen would improve an ordinary journey. Plenty was worth admiring, but plenty also competed for my attention.

The Lexus traded some immediate drama for a much calmer atmosphere. Its screens took up substantial space, yet they felt less like they dominated the dashboard, leaving room for more sculpted depth. Physical buttons and familiar controls cut the learning curve the CLA’s tech-heavy cabin introduces, but the difference went beyond visual restraint. Patterned bamboo accents were exquisite to look at and to the touch, while the soft-textured Mark Levinson speaker covers and subtle metal details added even more depth to the cabin’s finely-applied upholstery. Its own fantastic sound system complemented an environment that felt confidence-inspiring and prestigious.

My ES tester also came with the $3,635 Executive Package, adding rear-seat adjustments, heating, ventilation, massage, and a passenger-side ottoman, extending the emphasis on comfort into the rearward cabin. Additionally, although Mercedes’s $1,050 SKY CONTROL option lets the fixed panoramic glass switch between transparent and opaque in selectable zones, I particularly appreciated that the Lexus’s sunroof could actually be opened, and its power-operated visor blocked out the glare of sunlight more effectively than the CLA’s overly complex system.

Driving: Comfort Works Better When the Controls Agree

The Lexus leans into being what I’d affectionately call a “comfy old geezer car,” even with its edgy, contemporary look. Its priorities were clear: a comfortable ride, a quieter cabin, and controls that made smooth progress feel natural. It absorbed bumps better than the Mercedes and kept tire noise out better, despite its larger wheels. Lexus makes EV driving feel uncomplicated, and isn’t afraid to admit that comfort and ambiance take precedence over performance and tech.

The CLA’s priorities felt a bit less obvious to me. Power arrived more gradually than I expected, lacking some of the immediate response I ordinarily find in an EV. That could appeal to someone who finds abrupt electric acceleration unpleasant, yet its throttle calibration, steering response, and sensitive braking still seemed to anticipate more aggressive inputs than its relaxed driving character encouraged, and the steering also lacked the precision I wanted when trying to drive more enthusiastically. Driven gently, the CLA became more convincing, but the Lexus made that same style of driving easier to achieve.

Road noise further complicated the Mercedes’s luxury credentials. The sound its tires made was more noticeable than I expected, and even more apparent than in the Subaru Trailseeker, Toyota bZ Woodland, and Toyota C-HR I drove at the same event shortly beforehand. Even over minor bumps, this CLA’s dashboard produced a high-pitched squeak; a quirk which I don’t often associate with high-quality fit and finish. Sport mode’s synthetic acceleration sounds did little to improve matters; the noises were strange and abstract to me, without a convincing character that made the car any more enjoyable. The Mercedes does offer one-pedal driving, though, a highly valuable EV convenience the Lexus, for some reason, lacks. The ES’s familiar two-pedal approach suits its easy-to-use character, but the lack of one-pedal driving in any modern EV feels like an egregious omission that could turn away far too many potential buyers who are already familiar with the nuances of EV driving.

Range and Charging: The Mercedes Has an Edge

The Mercedes still has a much stronger technical argument than those cabin and driving criticisms might suggest. It offers more power, quicker acceleration, a larger battery, and a significantly higher maximum DC charging rate. Mercedes advertises up to 374 miles for the CLA 250+, but the official window sticker on the unit I tested claimed a 317-mile EPA-estimated range. Compared with the Lexus’s EPA-estimated 292-mile range, that gives the tested Mercedes a mere 25-mile advantage, and the Lexus also carries the higher combined MPGe rating.

Charging remains a meaningful strength for the Mercedes. Its published 10–80% estimate is 22 minutes, compared with 28 minutes for the Lexus. That may not sound like much, but imagine spending an extra six minutes at the gas station each time you fill up, and suddenly that added convenience doesn’t seem so trivial. Consider the 320-kW and 150-kW peak ratings alongside those charging-time estimates. To be clear, though, those are published figures; range and charging performance warrant a longer test than these event drives provided, and they’ll vary heavily with conditions and driving style. But for someone who regularly travels long distances, those advantages deserve serious weight.

Value and Verdict: Lexus For Ease Of Mind, Mercedes For Tech Savviness

At almost identical as-equipped prices, I admittedly preferred the Lexus. Its appeal came from the way its attributes worked together: the softer ride, quieter cabin, more natural controls, attractive materials, and calmer presentation all supported the same idea of luxury. Despite earning my vote for the Best Battery Electric Vehicle (BEV) category at Drive Revolution, more NWAPA journalists ultimately voted in favor of the Mercedes-Benz for the award, which not only took home that trophy, but also tied with the Lucid Gravity Grand Touring for second place overall at the event, with the Genesis GV60 Magma placing first, against a field of combustion-powered, hybrid-powered, and other battery-powered entrants. So even if I’d personally take the Lexus here, I can’t as easily say there’s a definitive winner between these two surprisingly compelling electric luxury sedans in terms of what I would actually recommend.

The Mercedes’ extra performance and charging capability provide strong reasons to choose it over the Lexus. Buyers who enjoy its more extravagant interior and youthful styling may also find those qualities worth the compromises I noticed. The CLA offers a unique definition of attainable luxury in the electrified modern era, but for me, a luxury sedan should make everyday driving feel easier, calmer, and more special, and the ES did that more convincingly during these drives. Both cars improved on my first impressions in person, but the Lexus followed through more consistently once I started driving and stuck with me most after I handed back the keys.

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The Air is a spacious electric sedan, while the Gravity offers five seats or an optional third row. The SUV also has adjustable air suspension and some capability beyond pavement, which broadens its appeal considerably. After driving both back-to-back, I understand why someone would fall for the Air. But for me, the Gravity’s combination of performance, space and everyday usefulness makes the choice surprisingly easy.

Powertrains and performance

The Air lineup begins with the Pure, priced from $70,900 before destination, taxes and options. Its single motor drives the rear wheels and produces 430 horsepower, with a manufacturer-estimated 0–60 mph time of 4.5 seconds. The $79,900 Touring adds dual-motor all-wheel drive, 620 horsepower and a 3.4-second sprint. That’s already more than enough performance for a commuter, unless your commute involves qualifying.

The Air Grand Touring starts at $114,900 and delivers 819 horsepower, AWD and a 3.0-second run to 60 mph. For the current 2027 lineup, Lucid projects maximum ranges of 420 miles for the Pure, 431 for the Touring and 512 for the Grand Touring, generally with 19-inch wheels. Those are manufacturer projections for 2027; wheel choice, weather and your right foot will influence what you actually achieve.

The Gravity starts at $79,900 for the Touring. It has two motors, standard AWD, 560 horsepower and an estimated 4.0-second run to 60 mph. The $98,900 Grand Touring raises output to 828 horsepower and trims that sprint to 3.4 seconds. Maximum EPA-estimated range is 337 miles for the Touring and 450 miles for the Grand Touring, specifically in five-seat configurations with 20-inch front and 21-inch rear wheels. Add larger wheels or change the seating configuration, and you should check the corresponding range figure.

Those numbers can overshadow how these vehicles actually drive. Both are smooth, quiet and remarkably composed. I found their steering more responsive than what I’ve experienced in several Tesla models, and the Air’s grip is impressive. It encourages you to stretch its legs and enjoy a corner without constantly reminding you that you’re moving a substantial battery pack around.

The Gravity is no slouch, either. Despite its higher stance and family duties, it feels surprisingly light on its toes. I suspect plenty of buyers will prefer it simply because climbing in and out is easier. The Air sat low enough at my house that I had to arrange my pockets and belongings before lowering myself into it.

Some valuables require careful packaging. You get my point.

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Technical information: charging is where things get interesting

The Gravity Grand Touring uses a 123-kWh battery, while the Touring has an 89-kWh pack. The Grand Touring’s 926-volt electrical architecture supports charging at up to approximately 400 kW on suitable high-voltage equipment. Lucid says it can add 200 miles of range in under 11 minutes under the specified conditions. The Touring’s corresponding claim is 200 miles in about 15 minutes. These are miles-added estimates under favorable conditions, rather than promises that every charging stop will finish before your coffee cools.

The clever part is how the Gravity works with lower-voltage chargers. Lucid uses the rear motor’s drive electronics to boost charging voltage, allowing its high-voltage battery to accept power efficiently from 500-volt equipment. The company quotes sustained charging speeds of up to 225 kW on compatible chargers using that architecture, including Tesla V3 Superchargers. The Gravity also has a native NACS charging port. This is useful engineering that can improve a trip, rather than another feature buried three menus deep.

The Air can charge rapidly at suitable CCS equipment, but its Tesla Supercharger access deserves attention. Lucid’s published NACS-to-CCS adapter arrangement allows charging at up to 50 kW. Having access to a charger and taking full advantage of its output are different things. If your regular road trip relies heavily on Tesla stations, the Gravity has a meaningful advantage.

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Exterior, interior and everyday usefulness

I like Lucid’s design restraint. The Air is elegant, while the Gravity manages to look distinctive without pretending it’s a military transport. Neither feels obligated to announce that the future has arrived by assaulting your eyeballs.

The Gravity’s packaging is especially impressive. Average-size adults can use the third row, and Lucid quotes more than 21 cubic feet of cargo space behind it. With the rear seating folded, the seven-passenger version provides more than 111 cubic feet of total usable cargo space; the five-seat version offers up to 120 cubic feet. The sliding second row adds flexibility, and the available Towing Package brings a quoted capacity of up to 6,000 pounds, subject to configuration and loading.

Its adjustable air suspension also makes it more adaptable than the sedan. The available Dynamic Handling Package adds rear-wheel steering and a three-chamber air suspension, helping the SUV maneuver and manage its considerable mass. I appreciate the ability to venture beyond pavement, although the Gravity’s strongest argument remains its combination of road manners and utility.

Related: I Drove the VW ID.7 Tourer: It Shows What America Is Missing

Both cabins are loaded with screens. The Air uses a 34-inch curved Glass Cockpit, while the Gravity has a 34-inch curved 6K OLED display and a separate, horizontally oriented Pilot Panel. An available augmented-reality head-up display puts information closer to the driver’s line of sight.

There’s a tremendous amount of technology to absorb. The current lineup includes DreamDrive 2 Premium driver assistance, with additional capabilities depending on equipment. I appreciate the assistance, but the driver still has to supply judgment. Having several hundred horsepower and an impressive computer does not automatically make you an impressive driver.

For somebody who still occasionally counts on his fingers despite being over five decades old, the experience can feel like stepping into a computer. Fortunately, it’s a soothing computer with comfortable seats and, depending on the configuration, a very persuasive massage function.

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The top trims get wonderfully ridiculous

The Air Sapphire occupies another performance universe. At $249,000, it offers three motors, 1,234 horsepower and a claimed 0–60 mph time of 1.89 seconds. Its twin rear motors provide torque vectoring, while standard carbon-ceramic brakes help contain the enthusiasm. The current 2027 projected range is still 427 miles. That’s an extraordinary combination of speed and endurance, even if the purchase price requires considerably more fingers than I possess.

The Gravity GT-S starts at $125,900 and produces 1,070 horsepower, with an estimated 3.1-second sprint to 60 mph. It includes the Dynamic Handling Package and retains seating for up to seven. Lucid projects 373 miles of range. It’s the version for someone who wants family utility but apparently feels 828 horsepower leaves too much room for personal growth.

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Final thoughts

Comparing these vehicles with Tesla is understandable, but it isn’t the whole story. Tesla now says the Model S and Model X are no longer in production, and Lucid deserves to be judged on its own engineering, luxury and driving character.

For me, the Gravity wins. I like its space, easier access, versatility and ability to explore beyond the pavement. The Air is the more elegant sedan, and its range is compelling, but the Gravity fits more of what I want from one vehicle.

Related: 2026 Toyota C-HR Review: The Small SUV Finally Gets the Power It Deserves

My admiration doesn’t make either affordable, nor does a satisfying test drive establish long-term reliability. I also want Lucid’s technology to reach more buyers. The company has announced a midsize platform with a planned starting price below $50,000, which could help address that concern if it delivers.

Lucid clearly knows how to build something fast, capable, and technically fascinating. Now I’d like more people to be able to buy one without first arranging a meeting with their banker and possibly a therapist.

Related: Towing a Pebble Flow With a Rivian R1S: The Future of Electric Towing?

What It’s Worth Right Now

So, what’s one of these worth? Classic.com pegs the average Evo IX at $40,999 over the past 11 years, with recent sales bouncing between $20,750 and a wild $111,000. The latest one went for $35,250, so there’s definitely a spread.

Looking around, you’ll find a 66,000-mile Evo IX MR listed at $45,500, while others with 59,000 and 34,000 miles are asking $48,000 and $53,000. There’s even a modded one with 92,000 miles at $33,000. Of course, these are just asking prices – no guarantee anyone’s paying that much.

With just 26,500 miles and a clean ownership record, this MR stands out from the higher-mileage crowd. The current bid sits at $40,000, which is right in the thick of the market, but the auction isn’t over yet. Realistically, expect it to land somewhere between $40,000 and $50,000, depending on how picky buyers get about condition and originality.

Condition and Details

Outside, you get Graphite Gray Pearl paint, xenon headlights, a vented aluminum hood, and those signature roof vortex generators. The carbon-fiber wing is pure Evo. Fourteen-spoke BBS 17-inch wheels are wrapped in 225/45 Falken Azenis rubber, and Brembo brakes keep things in check. The brake fluid was flushed as recently as March 2026, so that’s one less thing to worry about.

Inside, it has Recaro buckets, black leather and Ecsaine trim, a Momo wheel, and a carbon-fiber handbrake handle. There’s air conditioning, power everything, cruise control, and even a CD stereo for your old-school jams. The gauges are all business: 170-mph speedo, 9,000-rpm tach, and extra dials for voltage, oil temp, and boost.

Under the hood, you get the legendary turbo 2.0-liter 4G63, good for 286 horsepower and 289 lb-ft of torque straight from the factory. All four wheels get the power via a six-speed manual, with limited-slip diffs front and rear and an Active Center Diff to keep things planted. The oil was just changed in March 2026. You also get a clean Carfax, a Wisconsin title, all the original paperwork, and the window sticker. Heads up: there are a couple of open recalls for crossmember corrosion and the passenger airbag, so double-check those with Mitsubishi before you get too excited.

The Offer

Interested in this Mitsubishi Lancer Evolution IX MR? View the listing here.

What Makes the Mitsubishi Lancer Evolution IX MR Unique

The Evo IX MR is the full rally-bred package: turbo 4G63, six-speed manual, and a trick all-wheel-drive system. The MR spec means you get Bilstein dampers and BBS wheels, so it’s not just fast, it’s sharp. Manual, turbo, and rally DNA – no wonder these things still get enthusiasts fired up.

This one’s got the right ingredients: low miles, original owner, and all the factory goodies. Just make sure to check the service history, mechanicals, and those recall fixes before you throw in a bid.

Final Thoughts

At $40,000, this Evo IX MR is already right around the market average. The low mileage, manual box, and MR spec all work in its favor. Figure $40,000 to $50,000 is a fair ballpark, but don’t take that as gospel.

Before you get trigger-happy with the bid button, make sure those recalls are sorted and line up a pre-purchase inspection. On a performance car like this, it’s smart to have the engine, turbo, gearbox, and AWD system checked out.

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

It seems like fate will always pit the Mercedes-Benz C-Class and BMW 3 Series against each other. Granted, the 3 Series just got a full model change, and the C-Class got a heavy update; the two are taking the fight on the electric stage. Just months apart from their respective world premieres, the C-Class Electric and i3 are about to go head-to-head in the sales charts.

BMW and Mercedes took different approaches for electric versions of their vanguard models, and it will be interesting to see how comparison tests pan out. And while i3 has been making the right noises, the C-Class Electric won’t be taking that sitting down.

Larger Than it Looks

If there’s one thing that the press photos hid well, it’s the actual dimensions of the C-Class EV. While it’s a clear match for cars like the aforementioned i3 and Tesla Model 3, the Mercedes is nearly a size class larger.

It’s something to see in person, but we’ll lay down some numbers to help you visualize it. Official dimensions are 192.2 inches long, 74.5 inches wide, 59.2 inches tall, and a wheelbase of 116.1 inches. For comparison, the BMW i3 is 4.8 inches shorter, 1.1 inches slimmer, and 0.9 inches lower to the ground. The Model 3 is smaller than both the BMW and Mercedes.

Another point of reference is the current E-Class, not the combustion-powered C-Class. The E-Class is 194.8 inches long, 74 inches wide, and 57.8 inches tall, meaning the larger sedan is still longer than the EV C-Class, but actually slightly narrower and has a lower roof. We can only imagine just how big the E-Class EV could get.

Big on the Inside, Too

Given its generous dimensions and the inherent spaciousness of EVs, the electric C-Class has plenty of room inside. We highly doubt legroom will be an issue, although the sloping roof might make it a little too cozy for taller folks. It’s no limousine, but should be more than enough for most.

As you’ve seen in previous items on this model, the Hyperscreen is, indeed, hyper-sized. It’s an option, so those who think it’s too much will be relieved to know it’s not standard. Either way, though, you’ll still end up with door-to-door screens because a triple display is standard.

Size Matters

The C in C-Class never really stood for anything, but it’s long been the compact executive car in the Mercedes-Benz stable for over 30 years. It succeeded the W201, better known as the 190, 190D, and 190E, and while it’s grown over time, it’s not a car we’d call massive.

The C-Class Electric’s size can throw off those accustomed to the dimensions of past models. It’s hard to call this one a compact executive, since it’s bigger in some ways than the E-Class. We’re genuinely curious how the EPA will classify this vehicle, but we’re pretty sure the C no longer means compact.

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Last year, Mercedes-Benz began a recall for about 20,000 S-Class sedans due to a potential front brake hose issue. The campaign, filed with the NHTSA in February last year as Recall No. 25V116, originally covered cars built during specific production periods and in certain climates where the problem was reported.

Now, Mercedes has expanded the recall. After gathering more information about the faulty parts, the company filed a new safety recall this month. It covers 30,078 vehicles under NHTSA Recall No. 26V638.

The expansion happened because reports began coming in from outside the US, leading Mercedes-Benz to question whether the issue was limited to certain locations or production periods. After conducting more inspections and lab tests, they decided to include more vehicles. By September, Mercedes-Benz acknowledged they could not rule out a safety risk for this larger group of cars.

Which S-Class Models Are Affected, and What Is the Risk?

The recall now ropes in 2022 to 2025 S-Class models, and yes, that includes the fancy Maybach and the sporty AMG versions. If your car rolled off the line between February 2, 2021, and November 28, 2024, it could be on the list.

Here is the breakdown of the 30,078 potentially affected vehicles in the US:

The culprit? The front brake hoses, which might start leaking as the car ages. Mercedes-Benz blames it on material fatigue from heat and stress over time. If brake fluid starts to seep out, you could lose braking power in one of the two circuits, which obviously isn’t great for stopping safely.

If things go south, you’ll get a red brake fluid warning on your dash. The catch? There’s no heads-up before the problem actually starts.

Mercedes-Benz decided to widen the recall after getting more field reports between March and August 2025. They grabbed some brake hoses for a closer look, checked out lab and durability test results in July 2026, and took another look at which cars might be at risk.

The company is aware of three reports this year involving vehicles in the expanded recall population in the US, dated April 2, May 29, and August 10. It has not identified any related crashes, injuries, or property damage in this expanded group.

Mercedes-Benz Will Replace the Brake Hoses

Mercedes-Benz plans to fix things by having dealerships swap out the front brake hoses on affected cars. The idea is to stop any leaks before they start. Starting November 29, 2024, Mercedes began using a new-and-improved brake hose in production, so cars built after that date shouldn’t have this issue.

Dealers were set to get the heads-up this week, with owners getting their notices starting November 27. If you’re wondering whether your S-Class is on the list, check your VIN on the NHTSA recall site or call up your local Mercedes dealer.

If you get a recall notice, don’t wait around – book that repair as soon as you can. Mercedes also recommends not driving the car and parking it outside until it’s fixed. When in doubt, call your dealer for advice on what to do next.

To my young eyes, these were as good as cars got. At 31, not much has changed. I have since been lucky enough to own both, though regrettably I no longer have either, and the desire to have them back has never really gone away.

But which one is best? The sharp-suited BMW, or the iron fist in a velvet glove that is the Mercedes? Before answering that, some context is necessary because these two cars were born out of one of the great luxury-car battles of the 1990s.

The W140 arrived in 1991 to replace the W126, which had sold more than 818,000 sedans globally. Larger, more powerful, and considerably more sophisticated, it represented Mercedes-Benz engineering at its most uncompromising.

Dubbed “The Cathedral” by the motoring press, the W140 offered a 6.0-liter V12 producing 402 horsepower (later 389 hp), and arrived just as conspicuous consumption was becoming difficult to defend.

With Europe in recession and environmental concerns mounting, the enormous Benz seemed to embody the excess the decade was supposed to leave behind. Its CFC-free air conditioning, water-based paints, and emphasis on recyclability did little to change that perception. The W140 became shorthand for automotive excess, something Mercedes would avoid with the restrained W220.

The W140 entered a market already reshaped by the Lexus LS400, which offered comparable refinement and build quality for considerably less money. The Mercedes brought its own formidable arsenal: double-glazed windows, soft-close doors, elaborate climate control, and obsessive noise suppression.

Contemporary road tests compared the W140 not merely with BMW and Jaguar, but with considerably more expensive machinery from Rolls-Royce and Bentley. Whether excessive or not, it was difficult to dispute its accomplishments.

BMW had no intention of surrendering. The outgoing E32 had already brought V12 power back to the German luxury-car market, but the W140 moved the goalposts. The E38 arrived in 1994 with its own ideas about what a flagship should be.

Where the W140 was upright, monumental and defiantly imposing, the BMW was lower, leaner and more restrained. It retained the qualities that distinguished BMW’s smaller sedans: this was a car for captains of industry, but the driver had not been forgotten.

The E38 was the first European production car offered with fully integrated satellite navigation. Television, telephone, electrically adjustable rear seating and double glazing were available too, yet the BMW wore its sophistication more lightly.

The Mercedes became associated with heads of state, organized crime figures, dictators and anyone whose arrival involved burly men in dark suits. The E38 was easier to admire without knowing who sat in the back.

While the W140’s appearance was controversial from the start, the E38 was almost universally praised. Three decades on, its proportions remain difficult to fault.

The W140 showed what Mercedes could achieve when no engineering problem was considered too small to solve. The E38 proved BMW could compete without losing the character that made a BMW a BMW.

The rivalry was therefore about considerably more than specifications. These were two very different interpretations of what the best luxury car in the world ought to be. Having lived with both, those differences become even more apparent.

Design

While I adore both cars, the W140’s statesmanlike styling remains my favorite. That puts me in a minority: in a beauty contest, the E38 would win.

And deservedly so. The BMW is a beautifully resolved design: low, long, cleanly surfaced and perfectly proportioned. Very little dates it. I would happily put it alongside the Aston Martin Rapide and Tipo M139 Quattroporte as one of the prettiest four-door cars of the modern era.

The E38 I drove for several months was a facelift model in Arctic Silver, a color that suited it beautifully. Facelift details sharpened its already clean lines. On the right wheels, it still looks expensive without resorting to chrome or visual theatre.

The W140 was different. My 1994 S320 in Brilliant Silver, a pre-facelift car, was to my eyes the purest version of Bruno Sacco’s design. Its two-tone lower cladding was more pronounced, its rear lamps chunkier and more heavily ribbed. Mercedes softened the W140 as it aged, but the original treatment suited its character.

There is something wonderfully uncompromising about an early W140. It is upright, broad-shouldered and uninterested in appearing athletic, with an enormous hood, thick pillars and a proud grille. Few cars carry such authority without looking contrived.

Even people with little interest in cars recognised something special about the W140. They might not know what distinguished it from other old Mercedes, but they knew it was different.

A silver W140 appearing in the rear-view mirror had a curious ability to make slower traffic reconsider its choice of lane. Perhaps people assumed an agitated crime boss was late for his arraignment.

The discreet E38 blended into traffic, but that didn’t make other drivers more charitable. I was cut off more often, denied gaps with surprising enthusiasm, and occasionally greeted with gestures normally reserved for people who had done something worse than put on a turn signal at the last second. Whether that reflected on me or the accumulated sins of BMW drivers is impossible to say.

The BMW was admired for its elegance, the Mercedes for its presence. Arriving in the W140 felt significant, even when the destination was far less glamorous than the car suggested.

On styling alone, the E38 takes the point. It is cleaner, more graceful and conventionally beautiful. The W140 appeals not because it is prettier, but because so few luxury cars have looked quite so serious about being one.

Interior

Both the E38 and W140 have glorious interiors, lined in leather with lashings of wood and filled with the sort of small touches that make old luxury cars so satisfying to spend time in. The devil is certainly in the details, which makes it fitting that the more sinister of the pair takes this round.

From the moment your hand closes around the W140’s substantial door handle, you know you’re in for something special. The hefty doors open with a satisfying sense of weight and shut with that unmistakable old-Mercedes thud. Of course, slamming them misses the point. Pull one gently onto its catch and the pneumatic closing system quietly does the rest.

“Bank vault-like” is a tired cliché, but here it fits. Thick leather, beautifully finished wood and weighty switchgear give everything an extraordinary sense of substance. As anyone with an ageing Jaguar knows, expensive materials count for little if the fit and finish aren’t up to scratch. The Mercedes has both. Nothing feels flimsy or ornamental. The W140 is monolithic.

The seats are equally impressive. Broad and wonderfully supportive, they are firmer than they look, with dense cushioning that remains comfortable for hours. Even adjusting them is satisfying. The electric controls are mounted on the doors and shaped like miniature seats. Move the little headrest switch and the headrest moves.

Double glazing, substantial door seals and extensive sound deadening keep the outside world where it belongs. The insulated glass also improves thermal isolation and reduces condensation. Shut the doors and traffic noise almost ceases to exist, while the carpets are so thick your shoes seem to settle into them.

Then there are the smaller details. Rear passengers have vanity mirrors discreetly integrated into the roof lining, while window switches and climate controls operate with a deliberate, satisfying resistance. The climate system even has a “rest” function, using residual engine heat to warm the cabin for around 20 minutes after switching off. Excessive? Perhaps. Very W140? Absolutely.

For all this extravagance, the design is surprisingly restrained. It lacks the clubby atmosphere of a contemporary Jaguar, with a broad, formal dashboard, beautifully clear instruments and generous wood and leather that never overwhelm. It is serious, but never austere. And enormous. Even the standard-wheelbase car feels limousine-like, while the long-wheelbase adds another four inches for rear passengers.

In fairness, the E38 was hardly a one-star hotel. The MY2000 740i had a factory telephone, television and electric rear roller blind, and there was something immensely satisfying about making a call from a handset built into the centre console. Technologically, it was streaks ahead of my 1994 Mercedes, although that is hardly a fair comparison. A later, generously optioned W140 could have closed much of the gap.

The BMW’s cabin looked and felt more contemporary, too. Its lower dashboard, driver-angled centre console and modern instrumentation reflected a different design philosophy. There was less old-world gravitas, but considerably more evidence that the new millennium was approaching.

The problem was its familiarity. Much of the design was shared with the E39 5 Series. That is hardly an insult, given how good the E39’s cabin was, but in a flagship you wanted greater separation from lesser models. The W140 never left you wondering whether you had climbed into the wrong Mercedes.

Nor did the BMW feel quite as indestructible. Despite being six years newer and having around 60,000 fewer miles on the clock, some of its plastics had already become brittle. It was very well made, but the Mercedes possessed a solidity that made every switch and trim panel feel engineered to outlive its owner.

The BMW’s seats were comfortable, but lacked the W140’s dense cushioning and long-distance comfort. The cabin was noticeably less generous, too, particularly in the rear. Climb from the Mercedes into the BMW, and the difference is obvious.

Refinement was much closer. My 740i also had double glazing, and paired with its wonderfully smooth 4.4-liter V8, it could make hushed progress. At highway speeds the engine was little more than a distant presence. The Mercedes still isolated you more completely, but not by the margin its formidable construction might suggest.

The E38 felt more modern and technologically current. But the Mercedes felt more special, more spacious and, despite being older and harder-used, substantially more durable. In a flagship luxury car, those things count for a lot.

Driving

My S320 was always going to be at a disadvantage against the V8-powered 740i, but these were the cars I lived with. The Mercedes’ 3.2-liter M104 straight-six produced 228 hp and 232 lb-ft of torque, against the BMW’s 282 hp and 324 lb-ft from its 4.4-liter V8. The 740i was predictably quicker, helped by a five-speed automatic far better suited to the job.

The M104 was exceptionally smooth and, once wound out, made a lovely noise, with a cultured rasp at higher revs. Unfortunately, its recalcitrant four-speed automatic blunted the appeal. Kickdowns were slow, and the gearing sometimes left the six working harder than necessary.

The BMW had none of these problems. Its V8 pulled strongly from low revs, accompanied by a subdued burble that became more purposeful as the pace increased. Overtaking was effortless, and at higher speeds it settled into fifth with plenty in reserve. The Mercedes remained smooth but sounded much busier.

The difference was greater on winding roads. The E38 carried its size well, with accurate steering, good body control and a chassis that remained composed even when driven with considerably less decorum than its rear-seat passengers might have preferred. The Mercedes could take a fast corner cleanly, but seemed to tolerate such behaviour rather than encourage it.

An earlier drive in a 322-hp, 354-lb-ft S500 showed how much better the W140 suited V8 power. Its 5.0-liter engine supplied the effortless shove the S320 lacked, though the BMW remained my choice for a fast, empty road.

That advantage disappeared when the surface deteriorated. The E38 rode beautifully, but the W140 was extraordinary. Potholes were dispatched with little more than a muted thump, while smaller imperfections barely registered. The Mercedes did not so much ride over poor surfaces as scare them into submission.

And it managed this without becoming floaty or vague. There was body movement, certainly, but it settled quickly. Over broken tarmac, the otherwise comfortable BMW felt almost firm by comparison.

Both were superb long-distance cars, and the W140 insulated its occupants more completely from the road, although the harder-working M104 made itself known at higher speeds. My S320 also proved thirstier with me behind the wheel; mine averaged around 10.8 mpg compared with roughly 13.8 mpg from the 740i.

If the road was empty and winding, with nowhere in particular to be, the BMW was the obvious choice. For long journeys, poor surfaces, or simply travelling in a greater degree of refinement, the W140 was in another league.

Verdict

Owning a car you idolised as a child can be a dangerous business. Expectations build over time, and an old luxury car with decades of use behind it has plenty of opportunity to disappoint. I was fortunate that neither the E38 nor the W140 spoiled the fantasy.

Living with them only made the differences between the two more interesting. They came from the same era, occupied the same rarefied end of the market and were built by companies determined to outdo one another, yet arrived at remarkably different answers. That is probably why the argument over which is better has survived for so long.

I am hardly an impartial judge. The W140 had a hold on me long before I was old enough to own one, and actually having one on the driveway did very little to loosen it. Even now, it remains the car I think of when the subject turns to what a proper flagship Mercedes should be.

That takes nothing away from the E38, which remains one of those rare luxury cars that managed to feel genuinely special without losing the character that made BMWs so enjoyable in the first place.

Both have permanent places in my imaginary five-car garage. But if there were only one set of keys left on the table, my hand would still go to the one with the Three-pointed Star.

Images are for illustrative purposes and depict vehicles representative of those owned by the author.

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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2028 BMW M5 LCI Looks Vastly Different

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The facelifted M5 does away with the upturned headlights of the pre-LCI model, now with a more shark-nose-like design, and the old car’s large kidney grilles have been slimmed down, swapping an almost square design for a sleeker, more rectangular design. Below these, a long, narrow intake opening has sprouted, below which the pre-production bumper shows a gaping lower intake with several partitions, including a central support as part of the M Vision Neue Klasse’s trimaran-inspired design. At each end are trapezium-shaped scoops, likely for cooling the brakes, with smaller scoops nearer the middle also appearing. Cladding on the middle of the hood hides what will be a significant recess that BMW calls the ‘valley,’ while the mirror caps appear to be identical to those on the M350 version of the 3 Series. We might be imagining it, but it looks like the front wheel arches may be a little more pronounced too.

The doors and side skirts carry over, while at the very back of the car, we can see pre-production taillights that maintain the outline of the pre-LCI model, though likely with new graphics. Further down, the diffuser area no longer appears to be made up of two parts, instead merging into one panel with a subtler separator in the center housing the reverse light. The bumper is a placeholder item, though, so things will still be refined further, but the quad-exit exhaust appears unchanged, and so does the small trunk lip spoiler. Inside, we can expect the Panoramic Vision iDrive setup to appear with its squircle-shaped steering wheel and so-called ‘shy tech’ haptic buttons.

Final Thoughts

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The facelifted M5 will retain its 4.4-liter twin-turbo V8, electric motor and plug-in hybrid system, potentially even increasing output for the U.S. beyond the contemporary figures of 717 horsepower and 738 lb-ft of torque, so it’ll still be very heavy. For the record, the current M5 makes less engine power in Europe to meet emissions, filling the gap with increased electrification, but with Trump rolling back fuel consumption targets in America, that won’t affect us. Finally, the Touring version of the pre-LCI M5 proved America still has an appetite for station wagons, so we should get the longroof once more. Expect a reveal some time in 2027, but teasers may well arrive before then.

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New A8 Could Take Years to Appear

Audi is phasing out its D5 (4N) A8 after applying some mild updates earlier this year for 2027 because sales are horrendous, with Dataforce revealing that just 966 examples of both the A8 and its S8 high-performance variant were sold in Europe through August. In the U.S., Audi sold barely half that figure in the first six months of 2026, with sales down to 513 units, a 31.5 percent decrease from H1 2025. The MY2027 refresh and any successors may have to soldier on for a long time, though, with the report saying that the new A8 is only expected to enter production in Leipzig “from 2030 at the earliest.” While the move may have the intended effect of cutting manufacturing costs and development times, it places uncertainty over the future of some 15,000 Neckarsulm workers. Audi has already said it will cut 7,500 jobs by the end of 2029, and if the A8 leaves, it seems logical to assume that many of those redundancies will occur at the Neckarsulm factory.

VW Group’s Uncertain Future

With increasing competition from China, both in Europe and abroad, and U.S. tariffs playing their role in minimizing profit margins, VW Group plants in Emden, Hanover, and Zwickau could face staggered closure from 2031 unless other cost-saving measures are proposed, and Group CEO Oliver Blume has posited the idea of using these plants for defense contracts or as anchors for Chinese partnerships. The problem is that even the relatively popular S-Class and 7 Series do not sell as prolifically as they once did, so while sharing a platform with Porsche will surely contribute to improved dynamics, tech, and luxury, any stretch luxury sedan, let alone the laggard A8, is going to be a tough sell in the coming decade. Unless, of course, the market shows a resurgent interest in lower vehicles rather than SUVs. Whichever way the wind blows, Audi and the VW Group are in a precarious position, and the coming years will be critical to their survival.

BMW Sales Make Mercedes Jealous

While Mercedes made ground this quarter, so did BMW, selling 100,210 vehicles in the U.S. in Q3 of 2026, a 3.4 percent increase over the same period last year. Still, Mercedes can be pleased with its position, which it lays credit at the feet (wheels?) of the GLE SUV, built in Alabama, which achieved “double-digit year-to-date growth” alongside the GLC, which also saw “positive” gains.” Thus far in 2026, the Mercedes-Benz Group has achieved 1,503,200 sales worldwide, but that’s five percent less than it had managed by Q3 of 2025. However, it’s worth remembering that the federal tax credit for EVs expired in September 2025, so there was a bit of a surge in sales as buyers looked to take advantage while they could.

• The Entry segment includes the A- and B-Class along with the EQA and EQB, while the Core segment bundles the EQE and EQE SUV with the C-Class and E-Class. Finally, the Top-End segment refers to everything from the AMG and Maybach sub-brands, as well as the G-Class, S-Class, GLS, EQS, and EQS SUV.

Unfortunately, Mercedes didn’t provide a specific breakdown in its sales report, with electric and combustion sales being lumped together, but it did say that it achieved the highest quarterly EV sales in its history, with the GLC leading the charge and tripling its sales compared with Q2. Outside of China, where competition is exceptionally tough, car sales increased for the third consecutive quarter, and in Europe, new electric models including the GLC, CLA, GLB, and GLA are sold out for the rest of 2026, with some orders extending to 2027. It also said that, while SUVs led in the U.S., the E-Class saw a sales increase of 39 percent, while the S-Class achieved a 47 percent increase, so clearly, there’s still a market for ultra-premium sedans.

Autoblog’s Take

Mercedes-Benz still has a popular lineup, and there’s clearly strong demand for its latest and greatest products. It’s also encouraging to see a voracious appetite for elegant luxury sedans, albeit compared to quarters where fewer brand-new options in these segments were available, but BMW continues to streak ahead, and with its new MY2027 models proving extremely popular too, Mercedes may needs to keep this momentum going if it wants to stay in the race. Last quarter, even Lexus was ahead.

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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We all know the world prefers SUVs; it’s a trend that seems to keep growing, with more and more people wanting to ride taller, wider cars. Family cars used to come in the form of MPVs, Wagons, and even mid-sized sedans, but the latter has slowly dwindled, with fewer and fewer offerings in the mid-sized segment.

Despite this, some automakers still have mid-sized cars; the Camry and the Accord, for example, are still beating the odds. Hyundai’s Sonata has also been around for quite some time now, and will continue for a little while longer with a newly updated version just launched.

2027 Sonata “The Edge”

Hyundai just announced that they reworked the aging Sonata for 2027, specifically the Sonata “The Edge.” This updated Sonata debuts in its home country of South Korea. For the 2027 model, one of the new updates to the Sonata lineup is the addition of the new Black N Line variant. The black N Line is based on the range-topping Inspiration variant, with added black exterior elements found only on the Black N Line trim.

According to Hyundai, the black N Line trim now looks stronger and more dynamic with the addition of a black Hyundai logo and model-name lettering. Also complementing the black badges are the new 19-inch matte black rims. The interior also gets upgrades: the S variant’s front seats are now 4-way power-adjustable, and the formerly exclusive Camel-colored interior is now available in the lower-end Exclusive trim. Otherwise, Hyundai has kept the 2027 Sonata the same in terms of features and powertrains.

Strong U.S. Sales

The announcement of the 2027 Sonata The Edge is currently for the South Korean market. However, given the Sonata’s performance in the U.S., it may receive the refreshed Sonata. Just last month, the Sonata recorded a sales spike of 39% (year-on-year), following a stronger performance in August, tallying a 44% jump.

Furthermore, the Sonata’s hybrid powertrain proved useful because, during the height of the fuel price jump, Sonata sales peaked at 85% year-on-year in spring and summer. The U.S. Sonata lineup largely mirrors the South Korean one, except for the new Black N Line variant.

SUVs have been increasing their market share for decades, and while that trend is ongoing, not all SUVs are gaining in popularity, and there has been an interesting shift in consumer buying preferences in the past year.

With vehicle prices constantly pushing to new highs, car buyers are becoming increasingly critical of what they are getting for their money. We looked into how this has affected sedan sales and see how this segment is doing so far in 2026.

2026 Sedan Sales Performance To Date

2026 has been an interesting year for the auto industry, while most regular top performers have maintained their positions; the F-150, Chevy Silverado and Ram Pickup are still in the top five, there has been some change lower down the sales ranks.

Thanks to production issues and a shift to a new generation, the Toyota RAV4 has relinquished its best-selling SUV slot to the Honda CR-V, while a handful of other SUV models like the Chevy Equinox and Jeep Grand Cherokee haven’t matched their 2025 sales figures to date.

But the biggest change over 2025 is how sedans have been doing. Yes, the all-conquering Toyota Camry is still a dominant force and is up over 11% compared to its sales figures at this point last year, but almost every other high-volume sedan on sale has seen a big uptick in sales as well.

The compact Toyota Corolla and Honda Civic are neck-and-neck in overall sales figures, both having improved on their 2025 performances, while the Camry’s biggest challenger, the Honda Accord, has increased an impressive 22.7% in sales to date.

It is still well done in overall sales, but if this trend continues, then it will close the gap rather quickly. Sedan buyers are becoming far more discerning, too, especially at the budget-friendly end of the market.

Not All Sedans Are Popular

The new K4 has taken over from the Forte as Kia’s most affordable offering, but sales have increased by a nominal 3.3%, possibly because the new model is not a big enough step on from the old one. That said, September sales saw a massive 43% increase over the same period last year, so it may still end 2026 off on a strong note.

The freshly redesigned Nissan Sentra is the only sedan on our list that has actually seen a reduction in overall sales for 2026, with the main complaints being that there is no hybrid option and the new model continues on with the old car’s underpowered powertrain.

Are Sedans Really Making a Comeback?

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Assessing long-term trends using just one year’s sales figures is unlikely to be very accurate, but the increase in popularity of almost every sedan in the top 50 for 2026 is certainly indicative of a change in consumer preferences.

The Camry is on target to breach 350,000 sales this year, which is close to the 400,000+ peak figures it managed a decade ago. Luxury sedans like the BMW 3 Series, Mercedes-Benz C-Class and Lexus IS are experiencing a similar boost in sales figures, showing that even buyers in the $50,000+ category are changing their buying behavior.

With many new sedans, even budget-friendly models, now offered with hybrid power, all-wheel drive drivetrains, and just as much tech as their pricier SUV stablemates, buyers are reassessing whether the increased ride-height of an SUV is worth spending more on.

Sedans also deliver a better driving experience than the majority of crossovers and SUVs, with the added benefit of lower fuel consumption and running costs. The practical tailgate and more flexible cargo space of an SUV is still a big plus for families, but manufacturers are increasingly offering liftback-style sedans like the new Audi A5, BMW 4 Series and Acura Integra, which combine the best of both worlds while still remaining sharp to drive.

Time will tell if these revitalized sedan sales figures are a passing fad or here to stay, but even if it is a temporary phenomenon, we are pleased to see that people are realizing that SUVs aren’t the only game in town.

Why Europe Makes Sense

At home, Dodge is measured against a Charger that sold about 76,000 units in 2023. Gas Charger sales of 8,029 through September are strong growth from a tiny base, but Q2 gas sales of 2,911 compare with 24,004 in the same quarter of 2023. In Britain, a few hundred sales a year would make the Charger a conversation piece. Its twin-turbo inline-six is also the formula that segment already buys: the BMW M2, M4 and Mercedes-AMG CLE 53 all use turbocharged sixes, so buyers there aren’t asking where the V8 went.

Why Americans Still Get The Better Deal

The price gap is the other half of the story. In the U.S., the Sixpack R/T starts at roughly $52,000 and the Scat Pack at $57,000. The UK R/T is about 78% pricier, a gap of more than $40,000, and the Scat Pack runs slightly over $100,000. Mainland Europe starts at €66,000 ($74,800). Some of that is VAT, shipping and duty rather than Dodge margin, and UK owners of cars over £40,000 also pay an extra £440 ($580) a year in road tax for five years. At these prices, buyers can also get a Ford Mustang Dark Horse or a BMW M2 xDrive at about the same prices.

The Missing Piece Is The V8

Americans are still waiting on the car many of them actually want. The Detroit Free Press, after a Stellantis media preview, reports that a supercharged Hemi Charger with “north of 700 horsepower” is coming, with timing reported anywhere from 2028 to 2030 and no official date. Our view is that the Sixpack is capable but lacks the sound and cultural pull of a V8, and that a Hellcat would bring back dealership traffic. Nobody has said whether that car will head to Europe. If the six works abroad and the V8 is what America needs, Dodge is serving two markets that want different cars.

There are many AWD sedans out there, and picking between them can be daunting, so we did the digging for you and picked five of the best ones across some of the most popular segments for 2026. Let us know what your favorite AWD sedan is in the comments below.

Compact Budget Sedan: Toyota Corolla Hybrid

These affordable vehicles offer a smaller footprint that are ideal for tight city streets, but most are FWD. The Toyota Corolla Hybrid may not be the most refined, or have the best interior in its category, but it is reliable, frugal and now that the Subaru Legacy has been discontinued, it’s the most affordable AWD sedan on sale today.

Priced at $27,870 including the delivery, processing and handling fee, the Toyota Corolla Hybrid LE AWD undercuts every other AWD sedan. With just 138-hp on offer it’s not going to blow your socks off, but the 50 mpg overall fuel economy might.

Midsize Family Sedan: Toyota Camry

For those who need a bit more space from their daily driver sedan, the Toyota Camry is one of the best choices out there. The availability of four-wheel traction makes it even more desirable, and Toyota’s clever Electronic On-Demand AWD system powers the rear wheels with an independent electric motor only when a loss of traction or heavy acceleration is detected.

Just like in the Corolla Hybrid, it eliminates the need for a heavy physical driveshaft and improves fuel economy. The Camry is by far the most popular sedan on sale today, and while Toyota doesn’t split its sales figures between the FWD and AWD variants, with the AWD option adding just $1,525 to the base price we wouldn’t be surprised if these models account for a hefty portion of the total sales figures.

Compact Sports Sedan: BMW M3

Sports sedans are an extremely popular class because they offer a great mix of daily-driver usability as well as enough dynamic ability for fun weekend drives or track days.

Choosing one model that stands out above the rest is tough, but thanks to its all-round abilities, the BMW M3 takes the cake. It offers a level of poise and ability on track that few rivals can match, while still being perfectly capable of crawling along in the traffic during the week.

Its AWD system is rear-biased and has a RWD mode that helps it avoid that nose-heavy understeer that some other rivals exhibit under enthusiastic driving. Just about the only drawback of picking an AWD M3 is that it is only available with the dual-clutch automatic transmission, the manual model is reserved for the base RWD trim.

Large Luxury Sedan: Mercedes-Benz S-Class

There have been many pretenders to the throne, and some have come pretty close to claiming the crown of the best large luxury sedan, but Mercedes-Benz has been more consistent than most when it comes to producing the ultimate in luxury sedans,

The S-Class range is responsible for more automotive firsts than almost any other vehicle in history, and the latest generation offers a superb combination of power, luxury, and AWD grip that is very hard to match. An interesting available feature is the E-Active Body control system that scans the road ahead to allow the suspension to counteract any upcoming bumps.

Large Electric Luxury Sedan: Lucid Air

There are several superb AWD electric sedans out there. The now discontinued Tesla Model S, the updated Porsche Taycan, and the high-tech BMW i7 all offer some class-leading features, but the one that offers the best range, luxury, and performance is the Lucid Air.

The Air Touring and higher trims all come standard with AWD, and depending on the model you pick, you can get up to 512 miles of range and luxury options like the glass canopy roof and 20-way power massaging and ventilated front seats. If you aren’t short of cash, the 1,234-hp Lucid Air Sapphire is capable of breaking the national speed limit before you have turned out of your driveway.

Electric M3 Is a Toned-Down M Vision Neue Klasse Concept

Back in June, BMW revealed the M Vision Neue Klasse concept, and it didn’t try to hide that this wild creation would directly influence the production M3 EV. Like the concept, the camouflaged prototype in these images has a large, low-set, rectangular diffuser split in the middle by a partition that, unlike the concept, has a single rectangular reverse light. This trimaran-inspired triple-element design fits with the valley that BMW has added to the middle of its trunk lids and hoods, where the BMW roundel is placed. On the electric M3, this draws the eye to a notched trunk lid spoiler that is taller than the one on the new M350 and i3 M60. It’s unclear if the taillights are any different (they may be tinted slightly darker), but we do see the concept’s two stacked square red lights on either side of the diffuser. BMW calls these Track Lights.

The term also applies to the square white LEDs on the front end. Here, the M Vision Neue Klasse concept’s trimaran design of the diffuser is recreated for the substantial splitter and air dams, the latter of which appear to have rectangular openings with flaps behind them. Presumably, these will adjust based on aerodynamic and thermal requirements. In the headlights, M Yellow Lights, which are optional on the base 3 Series, will likely be standard. Hopefully, customers will be able to configure the coloring if they prefer plain white. Other design highlights include more muscular fenders; a vented channel in the hood, indicating that the frunk will be even less useful than on the i3, if not deleted altogether; multi-spoke wheels that also appear concept-derived; and M-style mirrors with tricolor detailing.

Hybrid and Electric M3s Are Coming Soon-ish

We know the electric M3 will have a quad-motor 800-volt setup capable of approximately 800 to 900 horsepower. The powertrain is capable of over 1,341 hp, or one megawatt, but that kind of potency will be saved for future derivatives and/or other products (potentially including an electric M5?). The biggest challenge, however, will be weight. And while the i3 and the gas 3 Series both come standard with panoramic glass roof panels, the fact that this camouflaged pre-production vehicle has its roof wrapped gives us hope that, if not a carbon fiber roof, a plant composite roof may help reduce the center of gravity. Whatever the truth, the fact that BMW is willing to give us a closer look at the M3 EV means a reveal can’t be far away, albeit likely for the 2028 model year so the G80 can go out with dignity. And don’t worry, a gas M3 with mild-hybrid assistance, pre-chamber ignition, and other performance and efficiency improvements is coming too.

BMW has been very busy this year, given the number of debuts it’s made. With the way things are going, the next couple of years will be even more hectic – in a good way, of course. Among the core models, we’ve seen new versions of the X5, 7 Series, and most recently, the combustion-powered 3 Series.

If anything, the brand is working overtime to revamp its range. With the Neue Klasse philosophy in full swing, we can expect more radical-looking BMWs down the line. With the 3 Series and 7 Series redesigned and/or heavily updated, the 5 Series now looks a little out of place and out of date.

The Neue 5 Series Coming Soon

The facelifted 5 Series is coming soon. Spies have spotted it a couple of times already, and even the M5 was seen being shaken down around the Nürburgring. While slated for the 2028 model year, we could see its premiere pretty soon. Besides, the car will look a little odd next to its smaller and larger siblings, each with its own new look.

As it turns out, the heavily updated model may already be starting production. That’s based on a Reddit post from an eagle-eyed viewer who spotted something rather odd in the new 3 Series’ presentation video. While the resolution isn’t exactly high, we can see enough detail to catch our interest.

Sneaky Preview?

Per Reddit user u/Appropriate_Set_215, a brief shot of the Dingolfing assembly line showed the new 5 Series already being produced. The quick snap was, according to the post, ‘taken from an official BMW Group video showcasing the new 3 Series, which has been removed.’

But what’s been posted on the internet stays there, and one could say that the now-deleted clip has been downloaded several times already. Nonetheless, we see a car in the background that’s very clearly not the 2027 3 Series.

What’s Different?

We can clearly see that the car’s entire nose is different. Gone is the huge grille, replaced by something similar to the ’27 3 Series. It looks similar to the renders we’ve been seeing, and this heavy facelift could mark the return of more normal-sized kidneys.

It’s still too early to tell if the car in the video is a standard or M Sport model. Regardless, we see a new headlight design, as well as a smoother-looking front bumper. The rest of the body appears unchanged, but we can expect a few tweaks to the taillights and rear bumper.

While we’re on the subject of potential changes, we’re expecting the interior to get the same treatment as the new 7 Series and 3 Series. That means the Panoramic Vision display in lieu of a traditional instrument panel. We might as well say goodbye to the iDrive dial for this update.

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.

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Both cars manage to evolve the styling of their predecessors, but it’s the BMW 3 Series that looks newer, adopting concept car styling from the Vision Neue Klasse design study. That means angular body lines, prominent surface detailing, and plenty of M flavor. 19-inch wheels are standard, with 20s appearing on the options list. For the Merc, 18-inch wheels come standard and 19s are available, but unlike the Bimmer, the car looks more like an evolution than a revolution. Aside from a new illuminated grille and three-pointed star-shaped daytime running lights, the 2027 C-Class is pretty inconspicuous. This writer prefers the sportier look of the Bimmer, but the subtle elegance of the Merc is almost as appealing. And you get real door handles.

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While M Yellow Lights are an option on the BMW, along with Iconic Glow grille detailing, the Merc isn’t as interested in channeling the spirit of AMG as the Bavarians are in infusing M3 flavor into the 3 Series. The result is that the 2027 C-Class looks very similar to other Mercedes products, while the 2027 3 Series makes its newness more obvious.

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The station wagon version of the 2027 C-Class (S206) was revealed alongside the sedan (W206), but the BMW 3 Series has only been shown in sedan form (G50) thus far. A wagon (G51) is expected to follow, but neither longroof is expected to be available in America, where buyers tend to prefer crossovers or SUVs.

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Thankfully, the 2027 C-Class doesn’t get a hyperscreen stretching from end to end of the dashboard, instead using an 11.9-inch portrait-oriented touchscreen display running the latest version of the MBUX operating system. This is complemented by a 12.3-inch horizontal driver display. Another positive is that there are still several physical buttons and switches in here.

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The Bimmer’s cabin is far more heavily revised. In here, there’s no driver display directly behind the squircle-shaped wheel, with important information instead being projected onto a narrow strip that runs the width of the lower windshield. In the center, a 17.9-inch ‘free-cut’ touchscreen display handles most functions, while haptic touch pads on the wheel come to life when their functions are required. But besides a volume knob, a transmission selector switch, and a couple more basic functions, little is controlled by physical switchgear. For those still reluctant to embrace digitization, the Merc seems easier to learn. But spend some time in the BMW, and the Panoramic Vision iDrive system makes more and more sense. Hyundai is adopting a similar design, so it must be good, though the Korean version still has plenty of real buttons.

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Both the C-Class and the 3 Series come with mild-hybrid powertrains. The 2027 C-Class is offered with a turbocharged 2.0-liter four-cylinder in base C200 form, producing 174 horsepower. The C250 increases output to 215 hp, while the C300 (most likely to be offered in the U.S.) comes with 255 hp. The range also includes the C400 e 4MATIC plug-in hybrid with 389 hp, but a warmed-up C53 and its six-cylinder engine are yet to be announced.

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The 2027 3 Series is simpler. The 330 and 330 xDrive (all-wheel drive) come with a mild-hybrid 2.0-liter turbocharged four-pot, making a respectable 255 hp, exactly the same figure as the C300. The M Performance model in the range, the M350, gets a mild-hybrid 3.0-liter turbocharged inline-six developing a stonking 437 hp, and while it’s only available with AWD, a new ‘Drift Moment’ function can direct all the power to the rear axle. Both the Merc and the Bimmer use automatic transmissions, with the former boasting nine ratios and the latter one fewer.

Final Thoughts

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The two compact premium sedans offer similar entry-level performance, and both are expected to start in the high-$50k range, extending into the mid-60s for range-topping models. Interior room and cargo volume measurements are yet to be revealed, so we can’t compare the cars here, but both offer plenty of technology, comfort, and space. The 2027 3 Series gets a panoramic glass roof as standard, which increases the sense of interior luxury, and its higher-performance M350 trim is as close to an M3 as a 3 Series has ever been. Sure, there are gripes concerning the lack of physical switchgear, and the non-traditional dash layout and steering wheel design will turn some off. Some may also find the exterior styling too shouty. But the C-Class is arguably too restrained for most, and if you want to show off that you’ve got the latest and greatest Germany has to offer, the BMW stands out more. In summary, the BMW is bolder, more athletic, and represents a step change in interior design. However, for those who have access, the Merc’s station wagon option will be available before the BMW’s, and if you just want a luxurious, comfortable, quiet sedan or wagon, the C-Class fulfils requirements with ease. The win goes to the 3 Series, but that’s not an indictment of the C-Class, and those who choose the Merc are still making a fantastic choice.

Now that BMW has finally unveiled the combustion-powered 3 Series, we can say that the all-new 3 Series family is almost complete. The i3, which made its world premiere six months ago, previewed what we could expect from the gas-powered version, and the world could soon get two distinct versions of this new-generation model.

We say it’s almost complete for one reason: the plug-in hybrid 3 Series hasn’t been revealed yet. It’s coming down the line, as the automaker confirmed, and we pretty much know what it’ll look like anyway. Also, we’re still waiting for the Touring (wagon) body styles for both i3 and 3 Series. Now that’s something we’re pretty excited to see, and hope it makes it to way more markets outside Europe.

Similar, but Not the Same

Viewed from the front, the 3 Series and i3 look nearly inseparable. The headlights, ‘grille’, and even front bumpers appear identical, and you’ll need sharp eyes to spot the differences at first glance. However, when you look at both at an angle, you’ll see they aren’t quite the same.

You’ll notice the wheels are further apart on the i3, and the wheelbase is a touch longer on the electric sedan. You’ll also see a longer, lower hood on the 3 Series than on the i3. The simplest explanation behind this is that the 3 Series has to accommodate a straight-six engine, while the i3 doesn’t – obviously. That said, there’s far more to it than just that.

Different Platforms Underneath

It’s easy to say the redesigned 3 Series is just an i3 with a stretched, longer nose. The thing is, the two couldn’t be more different under the skin. While the new 3 Series looks like a Neue Klasse model on the surface, it feels a little more familiar under the skin.

The redesigned 3 Series rides on the CLAR platform like the outgoing model. But before you say it’s just a reskin, it’s a heavily modified and updated version, so it qualifies as an all-new model. BMW did the same with the 2027 X5, with a dramatic redesign inside and out, but on an evolution of the previous architecture. We wouldn’t call it a bad thing, given how well the G20 drove and rode.

As for the i3, that’s purely a Neue Klasse model, meaning a totally different architecture. That allowed BMW to maximize the interior space of the car, as well as stretch the wheelbase further and accommodate a large battery.

A Neue Approach

Why did BMW do this instead of combining the EV and combustion chassis into one like Mercedes-Benz or its own 5 Series and 7 Series? We probably won’t know the real score, but it could mean the car would’ve ended up looking too bulky, and there would’ve been compromises in battery size or engines given the car’s smaller footprint.

A good example is the X3 and iX3, as well as the X5 and iX5. The X5 and iX5 have larger dimensions, which may allow BMW to fit both ICE and EV powertrains without much compromise to packaging. But putting all that framework in an X3-sized vehicle would either make it too cramped or limit the iX3’s battery size. It’s likely that the only no-compromise solution was to build new-generation EVs from the ground up, rather than modifying an existing combustion platform.

The current generation Altima has been around since 2019, and in car years that’s a long time. But that bodes well for reliability and it also means that the interior isn’t just one big screen forcing you to tap through several screens to access the most basic functions. Unfortunately, this model is set to be discontinued after the 2027 model year.

But that doesn’t make it a bad buy, and thanks to regular updates and refinements, the Altima has kept in step with more modern rivals. For 2026 the range has been streamlined to just a handful of trim levels, and we delve into each one to find out which offers the best value for money.

Nissan Altima Recap

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The Nissan Altima is not a sports car. It’s also not a luxury vehicle. What it is, though, is a refreshingly honest take on a traditional family sedan. The CVT transmission drones when you are pressing on, and the 2.5-liter four-cylinder engine runs out of puff at speed, but that’s not what the Altima is about. At city speeds, and when cruising on the highway, the transmission/engine combination is unobtrusive and very effective, delivering superb economy without resorting to complex hybrid setups.

The handling is also decent, as is the ride, while the available AWD layout is ideal for slippery roads or winter driving. For 2026 the range has been shrunk down, and the turbocharged engine was discontinued last year, so now the only decision you have to make is how much standard equipment you want and whether AWD is worth the extra cost.

2026 Nissan Altima Trims

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The price range between the cheapest and priciest trim spans $3,400, with AWD adding available on all trims for an additional $1,500.

The base SV FWD comes in cheapest at $27,580. However, like most entry-level trims it is designed to make you spend a little bit more for the next trim up, in this case it is the SV Special Edition, which is just a little more.

For the extra outlay you get several additional features, like a standard moonroof, 12.3-inch infotainment system with wireless instead of wired smartphone connectivity, and a few subtle visual enhancements, too. Somewhat confusingly, the base SV can be upgraded to the same spec with the $1,300 SV Special Edition Package or the all-in $3,000 SV Premium Package which adds just about every extra available but does remove the affordable aspect which is where the Altima’s real value lies.

The SR costs just $100 more than the SV Special Edition, and that is great value considering that you get 19-inch wheels, sport tuned suspension, sport cloth seats and paddle shifters as part of the deal.

The SR Midnight Edition is listed as a separate trim, but it’s essentially a package upgrade on the SR, and while it costs another $2,000, you don’t get much more aside from exterior visual enhancements, a power moonroof, and dual-zone temp control.

Higher trims also have access to leather trim, but this generally needs to be paired with a package so can get pricey. Advanced driver assist systems, and an upgraded Bose audio system are also available, but once again they require the addition of a package, which can add thousands to the base MSRP.

So, Which Trim Is Best?

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Nissan’s configurator lists four unique trims for the Altima, but upon closer inspection the SV Special Edition and SR Midnight Edition are just packages that can be added to the regular SV and SR models.

As such, the SV Special Edition looks to be the best value, it adds several useful extras over the base SV spec and at $28,880 before destination charges and taxes, it’s a lot of car for the money.

The SR trim adds some sporty accessories, and opens up the exterior color palette, as well as allowing you to spec the $3,400 Premium Package which adds ProPilot Assist, a Bose audio system, heated front seats and steering wheel among a several other features, but once you add a two-tone exterior color ($950) and the $1,500 AWD system, the base price shoots up to $35,655 before taxes, which puts the Altima up against some tough competition.

Before getting carried away with box ticking, it’s worth remembering that the Nissan Altima is all about efficient daily-driver motoring, and as such opting for sporty equipment like 19-inch wheels, paddle shifters and sport suspension seems like a step in the wrong direction.

We would stick with the SV Special Edition and only opt for the AWD system if you really need it. That will keep you at around $30,000 once you factor in the destination charges and taxes, which is great value for a spacious, frugal and relaxing daily driver.

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.