Conventional car wisdom says a family crossover has to be big, but in real life, that’s not always the case. Sometimes, it’s about making city driving unencumbered, saving on fuel costs, and simplifying the user experience. Yet it also has to be able to cosset two to three kids and be practical enough to swallow groceries and gear without needing to be cavernous.

That’s the appeal of the 2027 Toyota Crown Signia. My time in the 2027 Toyota Crown Limited proved that the biggest isn’t always the best. It combines a comfortable cabin and useful cargo area with a hybrid powertrain and standard all-wheel drive. It’s certainly not the quickest, flashiest, or the roomiest, but it still has a lot to offer. The Limited’s base price is $51,555. After adding special Finish Line Red exterior paint with a contrasting black roof and the $1,595 destination charge, the total price comes to $53,725.

Exterior & Interior Styling – 9/10

Toyota calls the Crown Signia an SUV, but its shape, stance, and ride height lean more towards the station wagon ilk than more upright and boxier competitors. The Crown Signia’s handsome maw gets a body-colored lattice grille, Prius-like lighting elements, and an overall better appearance than its Crown sedan sibling. The long roof, relatively low stance, and gently tapering rear give it an elegant, Lexus-like profile.

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Speaking of the sedan, the rear third of that car doesn’t look nearly as good as the one found on the Crown Signia. It’s long roofline, roof spoiler, canted D-pillar, and muscular haunches complete the look cohesively. It also lacks the weird two-tone babooon butt of the sedan.

The cabin, like the exterior profile, might as well be a Lexus. My test vehicle combined perforated Saddle Tanleather, satin-finished trim, copper-colored details, and attractive switchgear in an environment that felt decidedly more upscale than a typical mainstream Toyota. The layered dash, half-waterfall center console, and the two-tone colorway provide a degree of sophistication oftentimes missing from comparably priced crossovers.

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The stylized door card is thoughtful, and the bisected front outboard HVAC bents are a thing of beauty. It isn’t a Lexus in every detail. Nevertheless, buyers who care more about what they touch and see than having an “L” emblem on the steering wheel should find a lot to love. It’s understated luxury, and it whispers rather than screams. Maybe BMW could use some of these cues for their next generation of vehicles.

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Infotainment & Technology – 8.5/10

The Crown Signia demonstrates that large screens don’t have to overwhelm an interior. Okay, so they’re not diminutive. I’d say more “right-sized” is the proper term. A 12.3-inch central touchscreen and a matching digital instrument display match the interior’s elegant simplicity. The Crown Signia’s touchscreen has a crisp and simple vertical menu, making finding the right function quick and easy.

In my Limited, the infotainment system responded promptly, smartphone pairing was quick, and the interface was easy to understand. Wireless Apple CarPlay and Android Auto comes standard, and phone mirroring never presented any hangups upon startup. I also liked the instrument display’s relatively straightforward presentation. It conveyed useful driving and hybrid-system information without burying key info beneath flashy graphics.

The 2027 Limited comes with a comprehensive collection of driver-assistance technology, including a panoramic-view camera, lane-change assistance, front cross-traffic alert, and front and rear parking assistance with automatic braking. Traffic Jam Assist and a 360 camera are now standard on the Limited. although it requires the applicable connected-services subscription.

Comfort, Space, and Usability – 9/10

The Crown Signia isn’t huge inside, but it is very comfortable. The front seats in my Limited were broad and supportive, with a good amount of cushioniong and solid bolstering. Heated and ventilated front seats, heated rear outboard positions, and a heated steering wheel added the comfort features I wanted for changing Chicago seasons.

Rear legroom measures 37.1 inches. It’s a little less than the roomy Toyota Camry. It was sufficient me (6’0″, 200 lbs) to sit behind myself but not enough for me to stretch out. The seats are very comfortable in the outboard positions.The middle position is a little compromised with seat and transmission tunnel bulge, but it’s fine for shorter trips.

The Crown Signia provides 24.8 cubic feet behind the rear seats and 66.1 cubic feet with them folded. During a week involving three kids, school activities, sports equipment, and groceries, I never felt as though the vehicle was struggling to take on stuff. It’s just right for a family of five, as long as the kids aren’t linebackers.

Storage is good but not outstanding. The center armest door opens to either side, and the charging deck swallows an iPhone 16 Pro no problem. I love its location and space-saving vertical design. The door pockets are small-ish, so don’t bring massive thermal water bottles or long items into the front row.

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The physical controls in the Crown Signia are superb. The Lexus shift knob is short and quick to operate, and the center console buttons and switches are quick to access and operate. I appreciate the presence of a center audio knob and a line of buttons and switches for climate. None of them are haptic feedback or touch sensitive, and the Crown Signia deserves high marks for that.

Driving Experience – 7.5/10

The Crown Signia’s driving character won’t get your blood pumping, but that’s not what it’s designed to do. The 2.5-liter four-cylinder hybrid system produces 238 horsepower, with electronic on-demand all-wheel drive standard. The dual electric motors (a front transaxle electric drive motor and a dedicated rear-mounted electric motor) kick in when needed. Toyota lists an EPA-estimated 38 mpg combined. I averaged 35.1 mpg during my test, with some of it spent in Sport mode.

It feels decently quick off the line, and low-speed response was smooth. It’s best suited for cruising and suburban traffic. Steering is light and accurate but, unsurprisingly, without feedback. For the most part, it was quiet, and the powertrain generally stayed unobtrusive during regular driving. Hammer the throttle, and the engine and CVT make themselves known. It could get moving adequately; it simply didn’t make hard acceleration especially immediate and fun. This is a family car, through and through, and that’s more than ok.

The Crown Signia’s lower ride height made body movement controlled, if not taut. The Crown Signia’s ride quality is, well, Lexus-like. The suspension took the edge off rough pavement without making the vehicle feel disconnected, and road and wind noise were well contained at highway speeds. It’s another reason to love it as a family car.

Final Verdict – 8.75/10

The 2027 Toyota Crown Signia deserves consideration because it does family remarkably well. Everyone with two or three kids thinks he needs a mammoth SUV or a three-row midsize crossover. The Crown Signia proves you can downsize and love it. My time behind the wheel left me impressed by its usability in everyday life. It sips fuel, doesn’t require tons of parking corrections due to its size, and its controls and tech are very easy. It’s no corner carver, nor is it a disappointment in daily driving. The Crown Signia about as relaxed of a driving experience as you can expect at this price.

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

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

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

Exterior & Interior Styling – 9/10

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

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

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

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

Technology, Controls, User Experience – 8/10

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

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

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

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

Comfort and Space – 8.5/10

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

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

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

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

Driving Experience – 9/10

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

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

Final Verdict – 8.75/10

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

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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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.

Over the years, the Honda Accord has come in a variety of body styles. It was originally, a two-door hatchback, but a four-door sedan was later added, along with a coupe, a wagon, and in Europe, even as a liftback. Today, the Accord is as simple as it gets. You can get it in any form as long as it’s a sedan.

That said, things took an unusual turn in 2009 with the introduction of the Accord Crosstour. Based on the eighth-generation model, it was supposedly a more practical version of the popular midsize sedan. In essence, it was a jacked-up Accord with a bulbous rear and made to look like an SUV.

Mind you, the Acura TSX Sport Wagon was on sale at the same time, which was literally the Japanese and European-market Accord wagon sold stateside. The Crosstour easily outsold the TSX Sport Wagon, which probably proves that Americans will buy the less practical body style for as long as it has more ground clearance. But either way, it was a comparative flop compared to the regular Accord.

Revisiting the Idea

So, the Crosstour flopped, but the idea is reportedly being revisited again. The ‘Accord SUV’ is said to come by mid-2029 alongside the next-gen Accord. Mind you, it’s not set in stone just yet, but the fact that reports like these have been floating around suggests Honda wants to keep that nameplate relevant in a world now dominated by crossovers.

Now, a report from Japanese publication Response has claimed that it won’t simply be a reboot of the Crosstour, but the principle is the same. Instead of a liftback with extra ground clearance, it might actually be wagon-shaped. If so, that should address one common criticism of the original Crosstour, which was its divisive design.

What Can We Expect?

It should have a new chassis by then given that the current-gen Accord will be pushing seven years by then. It’s either that or it will utilize an extensively updated version of the current platform. Either way, it’s touted to be a competitor for the now SUV-fied Subaru Outback, as well as the Toyota Crown Estate that’s better known as the Crown Signia stateside.

With that in mind, the report of it looking more wagon-like has more merit, and the design might look less polarizing should that be the case. Do note that an Outback-like Honda vehicle has been spied driving around in Japan, although that model is said to be the Avancier. Still, it’s actually possible for it to be called an Accord Crosstour should it be sold in the U.S.

Response also said that the lifted Accord wagon could feature Honda’s next-generation hybrid system. It’s an evolution of the current system that’s dubbed e:HEV in most parts of the world, and it’s expected to roll out sometime in mid-2027 for certain models. Should this actually push though, it will be the first time in over a decade that the Accord gets a tailgate and not just a trunk.

Performance wagons are a niche, but it’s one that already has its sure set of buyers. The success of models such as the current M5 Touring and Audi RS6 have shown that the formula isn’t just right for Europe, but also for America. There’s still forbidden fruit, though, such as the M3 Touring and RS 5 Avant, but the genre is proving popular enough for some automakers to consider bringing these hot wagons stateside.

But wind back the clock to the early ’90s, and we arrive at the Audi RS 2 Avant. It’s often credited as the progenitor of high-performance wagons, and understandably so. It wasn’t just a wagon with a lot of horsepower, at least for its time, but it had genuine capability that could hang with sports cars. Many other followed like the C43 AMG wagon and Volvo 850R, and go-fast wagons have been a staple of the European automotive diet since.

The thing is, there was a performance wagon that came out earlier than the RS 2 Avant. In fact, it arrived to market two years ahead of the Audi, and yet, it’s not mentioned as often. We are, of course, talking about the BMW E34 M5 Touring.

Planting its Flag First

The BMW M5 E34 Touring wagon entered the market in March 1992, which was way ahead of the RS 2 Avant’s March 1994 introduction. Prior to that, Germany hadn’t produced a performance wagon. Granted, there was the AMG Hammer from 1987, but it was more of a specialty model than production car as AMG wasn’t under the wing of Mercedes-Benz at the time. The BMW M5 E34 Touring beat Mercedes-Benz’s own E36 AMG wagon by a year.

But before the E34 M5 Touring came about, it took BMW years to even get the wagon version of the 5 Series off the ground. The E34 sedan debuted in December 1987, but the first-ever 5 Series Touring wouldn’t appear until September 1991. The car was nearly four years in the making, and it was only the second-ever BMW wagon ever produced, the first being the E30 3 Series Touring.

Impeccable Timing

Now, we don’t know BMW’s exact motivation for building the M5 Touring, but it sure made for an effective image booster for the regular 5 Series Touring. Remember, it came out just six months ahead of the M5 wagon, and seeing a performance version of it possibly made the longroof 5 Series even more desirable.

The car arrived at the right time too, as the M5 sedan had just benefitted from a host of welcome updates. Chief among which was the engine, increasing its displacement from 3.6 liters to 3.8. The 200cc gain also meant a significant horsepower and torque gain, jumping to 335 hp and 295 lb-ft from 311 hp and 266 lb-ft. Those figures were good enough for 0-60 mph times of under six seconds and a top speed governed to 155 mph. Sure, a modern turbo-four 530i can match those numbers, but back in the early ’90s, it was blisteringly fast for a practical vehicle.

Forbidden Fruit

Of course, America didn’t get the 3.8-liter engine, and the U.S M5 was sedan-only and offered from 1991 to 1993. If anything, North America never really saw the full potential of the E34 M5, and its time stateside was relatively brief. At least the 5 Series Touring was offered, if that’s any consolation.

That said, only two versions of the E34 Touring were offered in the U.S. There was the 525i with its inline-six, and the 530i packing a baby V8 under its front-hinged hood. No manuals were made available, and even the 540i Touring didn’t cross the Atlantic.

Far from Forgotten

We wouldn’t dare call the E34 M5 Touring a forgotten car. If anything, it’s acquired legendary status among BMW and wagon enthusiasts. The thing people often credit the RS 2 Avant more than the M5 Touring as the first super wagon, so, what gives? Simply put, the Audi was faster off the line, genuinely threatening sports cars and even supercars in terms of acceleration times. The M5 Touring was a fast wagon, indeed, but the RS 2 Avant was sports car chaser that happened to be a wagon.

Still, that does nothing to diminish the M5 Touring’s achievements. It was, after all, the very first European station wagon to surpass the 300 hp mark, kicking off a horsepower war among its peers. As for production and sales, only 891 were ever built, which was literally 2,000 cars less than the Audi. It was far from a resounding sales triumph being twice the price 525i Touring, but it was enough for BMW to see potential in that market.

If you need any more proof of that, BMW would revisit the idea in 2007 with the E61 M5 Touring. It came back with a vengeance with a screamer of a V10 engine among other things, and has become an icon in its own right. The thing is, that probably wouldn’t have happened if the E34 M5 Touring didn’t test the waters first. That’s all the more reason to give the very first M wagon even more credit.

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

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

The Background

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

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

Enter, Takeshi Yoshida

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

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

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

From Scratch

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

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

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

The Final Product

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

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

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

Crossroads, Again

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

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

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After repeated failed attempts to match the Germans and the Japanese in the midsize executive car market, Cadillac finally nailed it with the CTS. The first generation was a resounding success, and proof that America could hang with the best in class. The second generation was even better, and we even got a wagon version.

One could say that the CTS was a turning point for Cadillac. It helped redefine the brand’s image in the 2000s and 2010s, coinciding with the Escalade’s success. Let’s not forget the high-performance V models, either, as those were genuinely good cars, too.

The Backstory

As mentioned, the second-gen CTS came with a Sport Wagon version. Intended to rival the Mercedes-Benz E-Class wagon and the BMW 5 Series Touring, it was Cadillac’s first-ever wagon, and one could say it was patterned after its Continental rivals. It didn’t totally copy those, though, as its distinct looks meant you wouldn’t lose it in a car park that easily.

But then, Cadillac gave us the CTS-V Sport Wagon, effectively America’s first, and so far, only high-performance station wagon. Then GM vice chairman Bob Lutz championed the car and helped make it happen. He once said, “Should sufficient demand materialize, there is no reason why we couldn’t do a V-Series wagon, and I would be standing in line for one, just ahead of you.” In the end, though, just 1,767 were made, of which 514 came with a manual. While it wasn’t a massive sales success, it’s a highly desirable car now, and Classic.com lists values at about $54,000 for automatics, and a little over $66,000 for manuals.

The one we spotted on Bring a Trailer is an automatic, but that doesn’t make it any less special. Besides, it’s a rare car to begin with, no matter how many pedals it has. It’s seen a fair bit of service and upgrades over the years, namely a rebuilt supercharger, a new battery, a Lingenfelter solid supercharger isolator, and a differential fluid flush, to name a few. It isn’t totally perfect, but it’s one for the wagon enthusiast.

The Offer

Interested in this car? View the listing here.

Why It’s Special

While Europe was awash in performance wagons in the late 2000s and through to this day, it was a bone-dry market in the U.S. By the time the CTS-V Sport Wagon arrived in 2010, it was all alone as cars like the Audi S4 Avant and Mercedes-Benz E63 Wagon had either been axed or sold out by that time. It was eventually joined by the new-generation E63 in 2012, but even then, it remained an extremely limited segment. Still, the CTS-V Sport Wagon was an epic addition to the Cadillac lineup. You won’t find anything like it now that performance SUVs are far more popular, but that’s all the more reason to get one.

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This was exactly the sort of journey that is supposed to expose an electric car’s compromises: lots of highway miles, a heavily loaded trunk and the need to recharge away from home. Instead, the Volkswagen made the whole trip feel surprisingly ordinary. Somewhere along the way I kept coming back to the same thought: why can’t Americans buy something like this?

The Wagon Is the Right ID.7

“Tourer” is Volkswagen’s name for the wagon version of the ID.7, and my UK-market Pro S Match Plus came with the larger 86-kWh usable battery, or 91 kWh gross. A single rear-mounted motor produces 282 horsepower, and Volkswagen quotes 0-62 mph in 6.7 seconds. Volkswagen rates my exact specification at 422 miles on the WLTP cycle, with DC charging at up to 200 kW and a quoted rapid-charge time of around 26 minutes to 80% under the right conditions. American readers need to put an immediate asterisk next to that range figure because WLTP and EPA testing aren’t interchangeable, and the ID.7 Tourer has never been EPA-certified. This isn’t secretly a 422-mile EPA EV that Volkswagen refuses to sell Americans.

What I can say is that during my week with it I was comfortably seeing more than 300 miles of usable range, and the 400-mile trip never became an exercise in staring nervously at the battery percentage. I also put a large amount of energy back into the car in roughly half an hour at a public fast charger. I didn’t record the starting percentage, finishing percentage or trip-computer efficiency closely enough to turn that stop into a controlled charging test, so I’m not going to manufacture numbers after the fact. From the driver’s seat, what mattered was that neither range nor charging dominated the journey.

Related: I Drove the 2026 Volkswagen ID.3 for a Week: Here’s My Honest Review of the Electric Hatchback America Will Never Get

It Did Everything I Needed an SUV to Do

The university run was also a useful reminder that practicality doesn’t automatically require extra ride height. Volkswagen gives the ID.7 Tourer about 21.4 cubic feet of cargo capacity behind the rear seats, and I tested that with something considerably less convenient than standardized luggage blocks. It swallowed an impressive amount of my son’s university belongings without making me wish I’d brought an SUV.

Rear legroom is generous, too, while the long and relatively low body gives the ID.7 proportions I find much more attractive than most family crossovers. My car’s Stonewashed Blue metallic paint helped. It’s an unusually accurate color name because it genuinely reminded me of blue denim jeans, and it suited the shape brilliantly.

I’m not suddenly anti-SUV. I recently drove the latest Volkswagen Tiguan and liked it. The ID.7 Tourer simply reminded me that an SUV doesn’t automatically become the best answer just because somebody wants space, range and family practicality.

Volkswagen Has Mostly Fixed the ID Interior

The cabin feels like Volkswagen learned quite a lot from the criticism aimed at its earlier ID models. A huge 15-inch touchscreen dominates the dashboard while the driver’s display is tiny by comparison, and the contrast looks almost comical when you first get in. I expected to miss having a larger conventional gauge cluster, but I didn’t. An augmented-reality head-up display is standard on this specification, so much of the information I wanted was already directly in my line of sight.

I had no meaningful problems with the infotainment system during the week, which is worth mentioning given the reputation some earlier Volkswagen EV software earned. Unfortunately, VW still has a habit of making simple functions unnecessarily clever. The electronically controlled air vents are the perfect example. Instead of reaching out and pointing one where you want it, you adjust its direction electronically, and I found that genuinely annoying.

I’m also unconvinced by the touch-sensitive temperature controls and capacitive steering-wheel buttons. Proper switches remain easier to operate without looking, while the glossy black surfaces around the cabin seemed capable of collecting fingerprints almost immediately. Oddly enough, the driver’s door arrangement didn’t bother me at all. There are only two main window switches, with a touch control to toggle them between the front and rear windows, and I actually thought it was a smart solution.

Related: I Lived With the Volkswagen ID.4 for a Week. Here’s the Honest Reality of VW’s Electric SUV

This Is a Car Built for Distance

My test car was particularly well equipped, with ventilated massage seats, adaptive DCC suspension, additional sound insulation, a Harman Kardon audio system and an electronically darkening panoramic roof. Those options pushed the price to £60,995 (just over $80,000) as tested, from £55,315 (around $73,000) before options, but they also played directly to the ID.7’s greatest strength: covering distance in comfort.

It is quiet at highway speeds, the ride remains supple and the adaptive suspension does a good job of keeping the body settled over rougher roads. The 282 hp is more than enough for merging and passing, but the ID.7 isn’t constantly trying to persuade you it’s a performance EV. Most of the time it simply feels smooth, relaxed and composed.

There are moments when you notice what the batteries weigh. This specification tips the scales at about 4,930 pounds, so we’re still talking about a heavy car despite its sleek appearance. Most of the time it disguises that mass impressively well, although you occasionally feel it when changing direction or asking more from the chassis.

The Audi Comparison Surprised Me

Last summer, I drove the Audi A6 Avant e-tron Performance Launch Edition, which gave me an unusually useful comparison. The Audi carries an even bigger battery pack, with 100 kWh gross and 94.9 kWh usable, compared with 91 kWh gross and 86 kWh usable in the Volkswagen.

Related: Why The 2025 Audi A6 e-tron Avant Is Exactly the Electric Wagon We Need In America

The Audi feels more premium inside, but it should. It’s an Audi, and Volkswagen isn’t pretending the ID.7 is a luxury car. What surprised me was how close the VW sometimes felt in the areas that matter on a long trip. The Audi has richer materials and more sense of occasion, but the ID.7 wasn’t miles behind when it came to seat comfort, refinement and ride quality.

The price difference makes that more impressive. The A6 Avant e-tron Performance Launch Edition had a UK list price of £86,585, compared with £60,995 for this option-loaded Volkswagen. That’s a gap of about £25,600, or 42%, although the specifications aren’t perfectly equivalent. American buyers don’t get that electric Audi wagon either: Audi’s current U.S. A6 e-tron range consists of the A6 Sportback e-tron and S6 Sportback e-tron, with no Avant listed.

Volkswagen Already Asked the America Question

This points to the broader problem facing cars like the ID.7 Tourer. Volkswagen originally planned to sell the regular ID.7 liftback in North America. It delayed that launch in May 2024 because of changing market dynamics and ultimately confirmed in January 2025 that the car wouldn’t come to the U.S. or Canada. Dealers had already expressed doubts, expecting the ID.7 to be a $50,000 to $60,000 car, and questioned whether it could be competitive. Volkswagen has never announced plans to sell the Tourer here.

The latest broad market figures don’t make the wagon argument much easier. The Alliance for Automotive Innovation says EVs represented 7.9% of new U.S. light-duty vehicle sales in Q2 2026, while light trucks accounted for 81% of EV sales. “Light truck” is a regulatory category covering SUVs, crossovers, pickups and some vans rather than a direct body-style count, but it still shows where most American EV demand is concentrated.

Even Porsche’s electric-wagon experiment is ending here. Porsche’s U.S. configurator currently shows eight 2027 Taycan variants, all Sport Sedans, with no Sport Turismo or Cross Turismo. The wagon body styles end their U.S. run after the 2026 model year, with Porsche’s American operation saying they had played a “minor role” in the market.

Verdict: America Is Missing the Choice

The ID.7 Tourer gave me practically everything I would have wanted from an electric family SUV without actually being one. It swallowed a university move, handled a 400-mile round trip without turning charging into the main event, offered plenty of rear-seat space, rode beautifully and had more performance than it really needed.

It isn’t perfect. The electronically controlled air vents irritated me, capacitive controls still feel like a solution looking for a problem, the glossy black trim becomes a fingerprint collection surprisingly quickly, and occasionally you can feel the car’s considerable weight. None of those things came close to spoiling the experience.

After a week with it, I understand why Volkswagen doesn’t want to gamble on an electric wagon in America. The ID.7 Tourer doesn’t prove American buyers would suddenly abandon their crossovers if Volkswagen put one in every showroom, and the pricing and market data give the company legitimate reasons to be cautious.

What it does show is something America’s EV market never really received in the first place: a mainstream electric wagon that can carry a family and its luggage, cover serious distances in comfort and do it all without becoming another tall crossover.

That’s what America is missing.

This influenced how a shooting brake would become just another word for a station wagon, but it’s technically inaccurate. It’s now most commonly accepted to refer to a vehicle that combines the qualities of a sporty coupe and a wagon, so it’s not just any ordinary wagon, nor a regular 2-door wagon version of a common shopping car; there has to be more flair and sporting intent than that. 

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This rules out cars we may otherwise have called shooting brakes, like the Alfa Romeo 145, Ford Pinto Wagon (and related Mercury Bobcat Villager), British Reliant Scimitar GTE and, here in the U.S., the Ford Pinto Runabout, the AMC Gremlin (above left) and Pacer Wagon (above center), and Chevy Vega Kammback (above right) and its relation, the Pontiac Astre. It also rules our 4-door cars such as the Mercedes-Benz CLS Shooting Brake, even though Merc calls it a shooting brake. I told you it’s complicated!

Volvo 1800ES (1972-1973)

This brings us to 1972, when Volvo’s P1800 2-door sports car had been on the market for 12 years, and Volvo released a 2-door shooting brake variant called the 1800ES. Yes, technically the 1953 Volvo Duett was a 2-door wagon as well, but that was a rugged utility vehicle, so the 1800ES was Volvo’s first genuine sporting shooting brake. It used the sleekly attractive P1800 sport car’s front end, with a long-roof shooting brake rear end and an all-glass rear liftgate that would become a signature feature of Volvo’s shooting brakes. 

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Jan Wilsgaard, who had a 40-year career as a designer from 1950 to 1990 at Volvo, penned the 1800ES. The car used a lower-compression version of the naturally aspirated 2.0L B20F 4-cylinder engine with 125 hp. For 1973, the last year of production, the only model left of the P1800 line was the 1800ES. Only a bit over 8,000 were made over two model years, so it remains quite rare today.

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Volvo 480 (1986-1995)

It would be another 13 years before Volvo revisited the shooting brake concept, and it developed an all-new front-wheel-drive platform to create a stylish new sports car to shake off Volvo’s stuffy image and attract younger buyers. That car would be the Volvo 480, a long-roof 2-door with a frameless glass liftgate, just like the 1800ES, and built in a Dutch factory. It was a startlingly modern Volvo with pop-up headlights to comply with the required headlight height for the U.S. market and sharp, needle-nose styling. However, because of the weak dollar at the time and their inability to make the business plan work, the car was, ironically, never officially sold in the U.S., and the ones that pop up here on used sites are all special imports.

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Volvo had an alliance with the French at the time, and as part of its cooperation with Peugeot and Renault, it used the PRV (Peugeot-Renault-Volvo) V6 in some of its cars since 1974. So, to find a compact 4-cylinder powertrain to fit transversely into the FWD 480’s flat nose, Volvo turned to Renault for the use of its F engine and JC5 manual gearbox (a 4-speed ZF auto was also offered). The long-lived, versatile, and solid iron-block F engine has been around since 1982 and has spanned quite an incredible career; it’s still being built today.

In the 480, the F engine came in F3N, which was either a naturally aspirated (94-101 hp) or turbocharged 1.7L (118-121 hp), and an F3R, which was a naturally aspirated 2.0L with 109 hp. With the turbo engine, the 480 could top 124 mph and reach 60 mph in around 8.6 seconds. Volvo sold 76,375 units over ten years.

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Volvo C30 (2006-2013)

Yes, I know, the C30 is not supposed to be on this list, because most purists don’t consider it a true shooting brake. It’s essentially just a hatchback variant of the Volvo S40 sedan, which itself sits on a mainstream Ford Focus platform, but bear with me. It’s here because it continues the line as the spiritual successor to the ES1800 and 480. To this end, it has the same long-roof shooting brake styling, as well as the now-signature frameless glass liftgate. 

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It may be based on a mainstream car, but it was a genuinely sporty hot hatch in T5 format, which was the only model that ever made it over to the U.S. Courtesy of Volvo’s famous turbocharged 5-cylinder modular engine, it produced 227-250 hp. Our Canadian neighbours also had access to a naturally aspirated 5-cylinder with 168 hp, while Europe got a massive range of powerplants, with gas and diesel engines going as low as 99 hp.

It may not have been conceived as a sports car like its predecessors, but the accomplished Focus platform made it fun to drive, and it had genuine performance on tap, plus a practical luggage area with the rear seats folded, helping it appeal to a wider audience and making the numbers work, enabling Volvo to sell nearly 210,000 units worldwide. It went out of production in December 2012. Due to the limited local range, around 22,300 were sold in the U.S., which is still a healthy 10% of global sales. Its future rarity may yet turn it into a classic.

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Final Thoughts

The market for 2-door shooting brakes has all but disappeared, but we can dream. The world has gone SUV-crazy and wants cars that can do everything. The 2-door market is probably more depressed now than it’s ever been, and the only way brands such as Dodge can still justify a 2-door Charger is by basing it on the existing 4-door model with virtually no changes except for the door configuration. It’s simply too costly to invest too much in the design and production of a car shape that will not be expected to sell in significant numbers. The last true 2-door shooting brakes were the Ferrari FF and GTC4Lusso (below), the latter ending production in 2020.

 Volvo has renewed its product push of late, as it’s trying to keep regular cars and wagons alive amid the SUV glut and its own falling sales. Whether those will sell, we’ll have to see. It’s safe to say round four of the 2-door shooting brake lineage is, sadly, not in the cards.

The name transitioned to the automotive world where it was used to refer to vehicles that carried both passengers and cargo. Essentially sedans with rooflines that extended all the way to the rear of the vehicle, station wagons were very popular in the US during the 1960s and 1970s.

They were the ultimate family hauler, with plenty of space for road trips, and practical enough for daily tasks, too. The rise of SUVs have pushed station wagons to the sidelines, but the ones that remain are arguably the best all-rounders out there. We picked five that should cure you of SUV fever forever:

Audi RS 6 Avant performance

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The Audi RS 6 Avant performance combines stunning good looks with plenty of practicality and enough performance to scare some supercars. Its 621-hp 4.0-liter twin-turbo V8 may not be aided by a hybrid system (although the 2027 model will be), and in this case it’s all the better for it.

It’s the perfect one-car solution for someone who needs a family vehicle during the week and a sports car for the weekends. Options like the RS sport suspension and ceramic brakes enhance track ability, while the available Bang & Olufsen sound system makes your commute that much more pleasurable. At $130,700 before options, the RS6 is certainly not cheap, but you are getting two cars for the price of one (expensive) one.

BMW M5 Touring

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The latest BMW M5 now combines hybrid power with its potent 4.4-liter twin-turbo V8, and even though it weighs as much as a small house, it feels as light and responsive as a car half its size.

The available Touring body style brings sports car-level performance together with the versatility of a wagon, and thanks to the standard M xDrive all-wheel drive system, and up to 24 miles of all-electric range, it is a superb daily driver, too.

Porsche Taycan Turbo S Cross Turismo

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Porsche has been going through some tough times lately, and part of its strategy to turn things around has been to cut down some of its less popular models and body styles. Unfortunately, that means the Porsche Taycan Turbo S Cross Turismo will not return for 2027.

This all-electric missile is capable of blasting from 0-60 mph in a breathtaking 2.4 seconds, and it backs its performance up with equally impressive handling abilities. We think its wagon-shaped rear end is rather cool, but low demand, and a high base price have spelled the end for this quirky offering.

Mercedes-AMG E 53 HYBRID Wagon

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Compared to the ballistic missiles we have seen so far, the Mercedes-AMG E 53 HYBRID Wagon almost seems tame. But a 0-60mph time of under 4.0-seconds is hardly tardy, and with over 33 cubic feet of cargo space it is also the most practical yet.

Being a plug-in hybrid means that you can also cruise along silently for up to 41 miles between charges, perfect for the school run. When the mood takes you, you can engage the optional Race Start function to access 604-hp and blow away those pesky sports cars.

Mercedes-Benz E 450 4MATIC All-Terrain

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We end of with another Mercedes wagon, and while this one is the ‘slowest’ of them all, the E 450 4MATIC All-Terrain may well be the best real-world wagon you can buy. It delivers plenty of performance, has decent fuel economy, plenty of interior and cargo space, and can tackle mild off-road trails.

At $80,000 it’s priced to compete with SUVs that are slower and far less dynamically capable, without offering appreciably more interior space.

Station wagons may be a dying breed, and their premium pricing and marketplace positioning here have made them even tougher to attain, but if you can afford one, a station wagon still offers the best combination of practicality and performance out there.

The Elephant In The Trunk

In my opinion, the biggest draw behind the E53 AMG is without a doubt its body style. The wagon is the penultimate car dude layout because it lets you live out your car dude lifestyle without ruining the lives of people around you. You can still drive the dog, the partner, the kids, the groceries around without having to apologize for your dumb, low, loud car. With 64 cubic feet of cargo space, the E53 is just as practical as an equivalent SUV, but way more fun.

Do-It-All Cupholders Built For Americans

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You may not know this, but the Germans love to joke about our need to have cups in our cars. They think it, like eating in the car, is a silly “American thing” we do that just isn’t necessary. Some automakers have design studios that have confided in me that they tailor cars to this. These cupholders are evidence of that, and they work great, fitting a litany of large and small mugs and bottles.

Speeeeeeeed

Obviously, the other big draw here is the speed. The AMG isn’t a ballistic homicide missile, though. Its driving characteristics are much more refined than that. The handling balance is very neutral, and I’d characterize this more as a grip monster than some screaming power-sliding hooligan of a car. That kind of blends well with the wagon body, I think. With up to 604 horsepower under launch control, the AMG is blindingly quick, hitting 60 in around 3.8 seconds. I managed 4.2 in a downpour, which is equally impressive.

I’m also really warming to these AMG dual-clutch gearboxes. This is much smoother than some of the ones I’ve used over the last six or seven years, and it’s very rare that the gearbox puts a foot wrong, especially if you’re the one pulling the paddles. It’s hard not to love the way this thing drives.

All-Electric Cruising Kind Of Rocks

When not attempting to double the county speed limit, the AMG’s best trick is how quickly you can make all that AMG-ness go away. Thanks to an electric motor on the front axle making about 130 horsepower, you can cruise around for some 41 miles in total silence. If this were my only car and I had a commute, I think I’d like that. The charging experience is very easy, too, and it took about two and a half hours to charge on my garage trickle charger from 10% battery.

I Want BUTTONS

Surprising no one, auto journalist waxes on about buttons. Here, though, the situation is particularly dire. The capacitive buttons on this particular Mercedes wheel drive me nuts. Knuckle up on the wheel too much, and you could hit the back button on the upper stalk. Use the track pad in the middle to change track, and you’re likely to swipe into some other menu, then swipe the car next to you because you were too busy looking at the screen.

There’s just entirely too much screen in here. The optional passenger screen, the massive TV-like main one, the freakin’ 3D gauge cluster. I just want to adjust the lumbar support without needing to touch a screen, dude. There’s always some notification, some item that needs your attention on the screen. A good performance car should be a distraction from the world, not a distraction itself.

These Cameras Freak Me Out

I do not like the optional camera plopped on the dash. There is something intrusive about this, and perhaps this says something about the kind of person I am. While this camera serves totally benign functions, like taking selfies, I just don’t trust it. It’s weird; I don’t want to drive around with a camera pointed at my dome. Mercedes isn’t doing anything nefarious with this thing that I’m aware of, but in a world of in-car ads and hyper-creepy data utilization, this looks to me like the crest of a slippery slope. Gives me the ick.

The E53’s Dead Steering Should Be Dissected And Studied

The E53 is a seriously good performance car, even in spite of its 5,000+ pound curb weight and hybrid system. It feels good to drive, which is not something you can always say about an AMG these days (looking at you, C-Class). But the steering in these cars is just totally lifeless. I have no clue what the front tires are doing, no idea what the surface of the road is like, and remain in total ignorance of the front axle thanks to this electronic power steering system. It’s just bad, and it’s got to go.

I Want A Little More Of A Scare

That gripe aside, the E53 is hyper competent, almost to a fault. I know the eventual E63 will hopefully help to remedy that, but there should be some edge to this car that I don’t feel. Get used to the blistering acceleration, and nothing scares you about the car anymore. An AMG should, in my opinion, always be capable of rocketing you off into the bushes, and I don’t feel that here, for better or for worse.

As ever, our tester is my 85-pound dog, Beorn. He’s happy to do it an he works for cheap.

Ease Of Access: Low And Wide

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Perhaps this category more than any other is why wagons are so great for dogs. You get all the space of an SUV with none of the height. It’s practically tailor-made for easy ingress and egress. Beorn is tall, so he hardly ever has trouble getting into things – even truly tall vehicles like the Defender are no problem. But here, he barely had to jump. The AMG’s door sill is also very wide, which made it easier for him to get in without contorting himself. My only concern would be the kickplates, which some dogs may want to use as a step.

Interior Space: Cavernous

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It’ll come as no surprise that the huge station wagon is also big on the inside. The E53’s big cabin is perfect for pets, even taller ones. The seats are pretty contoured, though. This is great for people being tossed around in the back of the super wagon, but not pets. Still, the dog didn’t seem to mind much, and he quickly laid down and fell asleep during our drive. Getting comfortable before doing so seemed pretty easy too, and the generous headroom in the wagon no doubt helps it feel more spacious back there.

Materials: Too Nice For Pets

This is the kind of car you’ll want seat covers for. The leather on the AMG seems plenty durable (it is leather after all), but it’s also very nice. Luckily, there are not many other places I could foresee a dog ruining in the cabin. The floor is carpeted, and the door sills don’t feature any cheap, easy-to-scratch plastics. The seat belts even tuck away, which should help keep them free of damage.

Verdict: As Good As It Looks

To absolutely no one’s surprise, the 2026 Mercedes-AMG E53 is pretty much the perfect car for a dog-loving car nut. It’s fast, it’s comfy, and there’s a ton of space. Taller dogs may not do well riding in the trunk when you’ve got passengers in the second row, thanks to limited headroom, but the rest of the car gets high marks for spaciousness, ease of access, and materials quality. It’s about as good as things get.

Counterpoint: There is not a more perfect embodiment of the German auto industry out there today than this E53. Out there in Bavaria ( and Baden-Württemberg), they’re just doing every damn thing, with mixed results. So what sets the E-Class apart? What makes this hybrid luxury sports car better than that one? Can’t tell you. But I do know it’s a good one.

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Powertrain And Driving Experience: 8/10

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The usual AMG treatment applies here: add power, add flares, add badges, add fun. For such a fat car, at more than 5,200 pounds, the AMG can party. A few optional extras help this along, like the AMG DYNAMIC PLUS Package (yes, they do capitalize it like that), which adds a hefty $3,150 to the wagon’s $97,000 MSRP. Worth every penny, as you’ll get carbon ceramic brakes, an e-LSD, dynamic engine mounts, and Race Start.

That one’s important. On its own, the E53 pairs with a 3.0-liter inline-six-cylinder engine producing 433 horsepower on its own. An electric motor provides further motivation, bringing total output to 577 horsepower and 553 lb-ft of torque. Race Start bumps that figure to 604 horsepower during launches, with the standard all-wheel drive and 9-speed dual-clutch automatic getting you to 60 in 3.8 seconds.

Unsurprisingly, the AMG rips. There’s an absolutely ridiculous amount of grip from the Pilot Sport 4S tires and all-wheel drive, and the lightning-quick transmission never once got in my way, even when I did the shifting. The steering is as dead as dead gets, but that’s German cars in 2026 for you. With your skull matted into the heavily bolstered seats (also an option), you’ll find your eyes pushed to the end of their ropes under braking. It’s vicious, and the neutral handling means that you can carry as much speed as you dare into any corner.

I’ve got but two gripes. First, the brakes have some kind of weird adaptive nonsense going. It’s horribly programmed, so the pedal feel is very inconsistent. As you can imagine, that may lead one to believe their brakes have faded quite a lot or not at all when they either have or haven’t. Which one remains the AMG’s little secret. Then there’s the AMG-ness. Or lack thereof. This thing is too composed, too confidence-inspiring, and way, way too easy to drive. Where is my death missile??

Range And Charging: 3/10

The AMG is also a plug-in hybrid on top of being a 600-horsepower super sports car. On a single charge of its 21 kilowatt-hour battery pack, the sole electric motor will piddle you around for about 41 miles before going dry. When it’s time to charge, you can do so at up to 60 kilowatts. It’s quick enough for a PHEV, but the range is disappointing. Still, there’s more than enough power to zip you along through traffic without feeling like you need the gas engine to cut in and help out.

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Technology: 3/10

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On a personal level, I hate the tech in here, even though it all works flawlessly and looks good doing it. That’s the thing, though; the AMG is just always doing something. I feel bombarded with notifications in a very Microsoft Teams kind of way, and I really don’t love the optional camera systems that are only recording locally to the car and will never, at any point in the future, be used to sell you something or sell something about you.

Luckily, you can order the E-Class without a lot of this extraneous nonsense, including the cameras. On its own, the huge center screen is clear, crisp, fast, and pretty to look at. Both phone projection and native software work great, and I never had a problem with the system. I do wish Mercedes would ditch the haptics on the wheel: it should not take me multiple swipes to change the track. The rest is great, the assists work well and the sound system did a solid job.

Interior: 10/10

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I love the rest of the interior, especially these AMG seats. They feature a very aggressive bolster to them, which I really have grown to appreciate as cars have gotten better at generating lateral grip. I’m locked into these things, but they’re not hard or difficult to lift yourself up out of. The rear seats are a little bolstered on the edges, which is a nice touch, and they’re plenty comfy, too. As you’d expect of a Mercedes clearing six figures, the materials are all top notch.

Exterior Design: 10/10

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I adore the way this thing looks. Mercedes’ updated grille and lights situation is a huge improvement over a few years ago, and that little dash of AMG on top really ties the whole sleeper car thing together. The big red brakes give it all away, which is fun, but the sculpted fenders, raked roofline, and wagon silhouette really do it for me. It’s a quintesentially German look I think I am genetically inclined to like, but this is probably the best-looking of the fast wagons right now.

Cargo: 8/10

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There’s a cavernous 64 cubic feet in the back of the Merc, which rivals SUVs of similar size. There’s absoultely no reason this couldn’t be your only car, which furthers the idea that the fast wagon is perhaps the one do-it-all formula that really works. Little stuff also makes the Merc easier to live with, like the rear seat drop-switches that you can operate from the trunk, or the cargo cover that hinges upwards when the trunk is open.

Pricing And Value: 10/10

The V8-powered E63 wagon that preceded this will be deeply missed. It’s also the biggest pain point compared to competitors, all of whom still have one. BMW’s M5 Touring is a bit heavier, much more powerful, and also more expensive, at 5,481 pounds and $125K MSRP with 717 hp and 738 lb-ft compared to the E53’s 5,424 pounds, a $94,600 MSRP, and 577 hp. Audi’s $132,000 RS6 packs a mild-hybrid twin-turbo V8 and 621 horsepower, weighing in at 4,857, the lightest of the bunch.

As-specified, this E53 came in at a hair over $111,000 – still a fair bit less than both the Audi and the BMW. While I would happily pay up for the extra V8 goodness, the added practicality behind a PHEV in this super useful wagon format is very hard to ignore, especially when it’s cheaper. Should an E63 come along, I imagine it’ll be a slam dunk.

Verdict: 9/10

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The E53 AMG almost never puts a foot wrong. When it does, I find it mostly forgivable. Sure, it’s not the death machine it could be, but that’s hopefully what the E63 will be. The tech is annoying, but you can save money and get less of it. The performance add-ons clear $6k on their own, but its a $6k worth spending because the AMG still costs less than its rivals do. I cannot ignore the fact that this thing is down on power, but so far, it’s also the only everything bagel performance hybrid that’s truly managed to impress me. Well done Mercedes.

It’s been three years since BMW debuted the current generation 5 Series. While its looks are still debatable, it still looks relatively fresh. But for those who are familiar with BMW life cycles, we’re getting pretty close to it getting a facelift.

As BMW shifts to its Neue Klasse design language, it’s a no-brainer that the updated 5 Series will apply the same look to an extent. That also means the M5 will get the same treatment, so there’s a lot to look forward to here. Either way, the philosophy behind the current model is being slowly set aside after a relatively short time.

Spied Yet Again

Spy shots of the Neue Klasse-fied 5 Series have come up from time to time, and we have a general idea of what to expect from it. Both the standard models and the M5 have been seen with bags of camouflage, seemingly shedding the covers for every spotting.

This time around, it’s no different, but it’s the M5 doing shakedown laps on the Nürburgring. It doesn’t appear to wear its production headlights just yet, but we do have a glimpse of the taillights that look a shade darker than before. Interestingly, though, one of the test cars has what seems to be DOT side marker lights at the front.

With that in mind, is BMW testing at least two types of M5s? Note that the European and global models have to produce more power with the electric motor, while the North American models retain the same engine-only output from before. Perhaps BMW is checking if a more engine-reliant version is up to scratch.

The Wagon Was Spied, Too

Apart from the sedan, the M5 Touring was also seen stretching and cruising around the demanding track/one-way toll road. It’s not wearing side markers, though, but we would be totally surprised if BMW had a new Touring test car configured for the U.S/Canadian market for shakedown.

In all fairness, the new M5 appears pretty well-behaved on track. That said, we wouldn’t know for sure because it’s the test drivers that have all the feedback. Either way, the facelifted M5 is slated for the 2028 model year, and it could debut sometime in early 2027.

For now, we’ll have to wait for the regular 5 Series facelift debut, and that one could be revealed before the end of the year.

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

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

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

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

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

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

Twenty Models From Four Mad Max Films

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

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

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

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

The Cheapest Ones Cost $140,000

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

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

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

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

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The Crown Signia is easier to pigeonhole as a crossover wagon in the mold of the Volvo V60/V90 Cross Country station wagons and the Audi A4/A6 Allroad. So what are the main differences between the Crown and Crown Signia besides the fact that one is a sedan and the other a wagon? And which one is best for your needs? The Toyota Crown vs. Signia contest isn’t quite a straight fight. Read on.

Toyota Crown Vs. Crown Signia: Design and Execution

Things are not as straightforward as they appear, because Toyota lists the Crown under “Cars” on its website, while the Crown Signia is in the “Crossovers & SUVs” section. So is the Crown sedan nothing more than a sedan with SUV body cladding and an adventure image? Let’s look at the basic numbers first:

Off-Road Credentials

Moving on to whether the Crown is meant to venture off the beaten path, the numbers make for interesting reading:

Despite the Crown posing as a crossover, it has only 5.8 inches of ground clearance, hardly better than a regular sedan of the same size; a Toyota Camry has 5.4 inches. This isn’t a number you can go off-roading with, so banish any thought of venturing off the beaten track from your mind. There’s a reason Toyota doesn’t call it a crossover.

The Crown Signia is nearly an inch higher at 6.7 inches, but that hardly turns it into an SUV. It’s useful for deeper winter snow and rough gravel roads, but too little for anything but very light trail work, and considerably lower than off-road wagons like the Subaru Outback, which has a ground clearance of 8.7 to 9.5 inches. Even the Mercedes-Benz E-Class All-Terrain wagon’s air suspension can lift it to 7.8 inches on its highest setting, handily beating the Crown Signia.

Toyota Crown Signia Vs. Crown: Performance and Efficiency

The same naturally aspirated 2.5-liter 4-cylinder hybrid powertrain does duty in both models, but the one in the Crown Signia is a little more powerful, and it’s optimized to tow, whereas the standard Crown isn’t. We found it capable of 33 mpg in real-world conditions when we tested it. The Crown sedan can also be had with a turbocharged 340-hp hybrid powertrain.

The main differentiator between the Crown Limited and Crown Platinum is the latter’s turbocharged 340-hp hybrid powertrain with a conventional 6-speed automatic transmission and full-time AWD.

Features and Space

The Crown sedan is offered in XLE, Nightshade, Limited, and Platinum trims, but the Crown Signia is offered in XLE and Limited trims only, with a few subtle differences between them:

Even the base trims are extremely well equipped, with leather upholstery, heated and ventilated front seats, heated rear seats, and dual 12.3-inch digital displays standard, making the XLE the best value in the range.

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Price Comparison

The Crown Signia XLE is about $3K more expensive than the Crown XLE because of its longer wagon body, hands-free power liftgate, upgrades to support a 2,700-pound towing capacity, and a slightly more powerful powertrain. At the Limited level, the Crown Signia has extra features, like a digital rearview mirror and 11-speaker JBL audio.

Final Verdict

The Crown is a semi-crossover sedan, and you may find it intriguing if you liked the Volvo S60 Cross Country or Subaru SUS. It’s mostly window dressing, as it really shouldn’t venture off the tarmac. Toyota sold just 12,309 of them in the US in 2025. The Crown Signia makes a lot more sense. Its practical wagon body and more useful ground clearance resonated with 20,550 American buyers last year.

We love Crown’s many standard features, Lexus-like execution, and oddball looks, but it’s a wolf in sheep’s clothing. It’s a well-equipped semi-premium sedan with pseudo-crossover styling, positioned between the Toyota Camry and the Lexus ES. The Crown Signia is the one to go for with its exemplary fuel economy, crossover clearance, and practical wagon body, and is an excellent car within the limitations of its ground clearance.

The 850 can easily be called one of Volvo’s best and most defining models. It’s not just because of how successful it became, its timeless design, or its forward-thinking safety tech. It’s also not because of the hot models that eventually arrived, or its success in the touring car circuit. The 850 was a huge moment for Volvo because it was such a massive gamble for the brand. The company worked on it for 13 years before it finally launched in 1991, and it was aptly called Project Galaxy.

Project Galaxy started in 1978, and during that time, Volvo wasn’t the healthiest in terms of finances. Sure, the 200 Series was doing well, but the rest of its offerings were mainly for outside North America. Successive fuel crises didn’t help matters, and high production costs in Sweden and the redesigning of its engines for America quickly dried up the company’s coffers. Oh, and there was the infamous deal with North Korea that saw Volvo never getting paid and footing the bill. It was all the more reason why the project needed to succeed.

Shooting for the Stars

The 850 underwent a long development cycle that we’re unlikely to ever see again. Having spent 13 years in gestation, Volvo wanted to make sure everything was just right by the time it had launched. It wasn’t an easy task given that there were a lot of things the brand was doing for the first time, and the money wasn’t exactly free-flowing. Volvo was also in the middle of developing another big gamble with the 700 Series around that time, but then-CEO Håkan Frisinger released the mandate as early as ’78.

Work on the car started trickling in by the turn of the ’80s, and one interesting story from its development was the use of a Chevrolet Citation as a test mule. There were a lot of hurdles facing the car, such as its front-wheel drive layout, as Volvo had never developed a medium-to-large front-drive vehicle before. There were also the powertrain options, as it ended up having to go for a modular five-cylinder route that had to be developed from scratch and in-house. These were plans that cost money, and something Volvo didn’t have an abundance of in those days.

Thankfully, the 700 Series proved a success, while continuous strong demand for the 240 meant Volvo was in a healthier state by the ’80s. By 1986, the development of the 850 went into full swing, but the gamble was using the success from the 700 Series to bankroll the new model. This was the equivalent of going all-in after winning from your previous all-in bet. It seems foolish now, but this was for the sake of the company’s future.

13 Years Later

On June 11, 1991, at the Stockholm Globe Arena in Sweden, Volvo pulled the covers off the 850. It was a proud moment, for sure, but the real test would be how consumers would react to it. The 850 was a car of many firsts for the brand, namely mid-size front-wheel drive and five-cylinder power, plus that clever Delta-link suspension that gave it passive rear-wheel steering. As this is Volvo, a lot of attention was put towards safety, so it made sure that it would be a safe car no matter what regulations were put in place in the ’90s, making it several steps ahead of the competition.

And the car-buying public? The sales today don’t lie, and it was a smash hit from the start. It was the first thoroughly modern Volvo in years, and while that could’ve alienated the loyalists, it was embraced by many and drew in a fresh and new generation of customers into the company’s showrooms. It was nothing like the 240 and 700 Series for all the right reasons.

Motoring journalists had positive things to say about it, too, as it was shockingly dynamic for something that came from Volvo. There was the safe and predictable handling, but the Delta-link rear axle really did wonders for the car. Having been developed for that long and featuring that many innovations for the brand, it’s no wonder it’s often referred to as one of Sweden’s most expensive engineering endeavors – and this country makes fighter jets.

The Hot Versions

In many ways, the 850 also helped transform the company’s image. But even better things were to be expected as, in late 1993, the Volvo 850 Turbo was introduced, later called the T5. Available in both sedan and wagon body styles, it was a Volvo that raised pulses like nothing before it. Yes, there was the 240 Turbo, but the 850 T5’s 2.5-liter turbo inline-five’s rating of 222 hp easily made it the quickest turbo brick of its era. That is, until 1994.

1994 saw the arrival of the T5-R, and the raised boost pressure meant 240 hp. It was a limited-run model, of which just 2,537 were built. Probably still not content with that, the Volvo 850R debuted over a year later, raising power yet again. This time, it was 250 hp, all of which was being sent to the front wheels. And while Audi usually gets credit for the performance wagon genre, let’s not forget that Volvo made it more attainable for a wider audience. Also, Audi didn’t bother sending the RS 2 stateside, so that’s more points for the Swedes.

Let’s not forget about the 850’s run in touring car championships. We can’t do an 850 story without mentioning the wagon that competed in the British Touring Car Championship. Admittedly, though, the wagon wasn’t the most successful racer, but the sedan did get a few wins. More success would come for Volvo when it shifted to the smaller and lighter S40. Still, the Volvo 850 wagon race car won a lot of hearts.

Bet on Black Twice and Won

The 700 Series was a big bet for Volvo, but the time, money, and effort the Swedish automaker spent on the 850 was truly something else. To build a significant and important model that will change the face of the company is one thing, but doing two at the same time is a recipe for bankruptcy.

However, Volvo defied the odds, and the 850 was the marque’s definitive model of that decade. It was more than successful enough to wash away the troubles of the past, as 716,903 were built between 1991 and 1997. Add in the 243,078 S70 and V70 models that were effectively a heavy facelift of the car, and we’re looking at 959,981 units from that platform.

If the 240 raised the flag for Volvo in the ’70s and ’80s, that flag was successfully passed on to the 850. The model’s legacy continues today with the V60, and of course it has a performance version, too.

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The 2026 Toyota Crown Signia isn’t a hot seller for the brand, although it’s moving more of them year over year since its debut in 2024. Often touted as the spiritual successor to the similarly unpopular Venza hybrid crososver, this wagon-esque crossover is for the buyer who wants the polish, quietness, and everyday ease of a premium crossover without communicating that intention through a luxury badge.

This premium look and feel, it’s most endearing aspects, might be reason why buyers aren’t flocking to it as much as they might a Lexus RX 350h. But for drivers who value refined road manners, a handsome cabin, standard all-wheel drive, and a less common shape, the Crown Signia Limited makes a persuasive case for inconspicuous luxury.

My tester was a 2026 Crown Signia Limited with a base price of $48,790. With the $1,495 destination fee and options such as the Advanced Technology Package ($1,865), Premium Paint ($475), Illuminated Door Sills ($395), and Cross Bars ($570), the total price came to $54,829.

Exterior and Interior Styling – 9/10

Toyota calls the Crown Signia an SUV, but it really looks more like an elevated wagon with some crossover-like aspects. From the front, it looks like mashup between the current Prius and the RAV4, but from the profile view, it’s pretty much a long-hooded and rear-tapered station wagon, almost like the Volvo V60 Cross Country. The Crown Signia looks more elegant than many conventional compact and midsize crossovers. It certainly outshines its sedan sibling thanks to the two-box design that eliminates the Crown sedan’s bubble butt.

The front end is more refined that the Toyota Crown sedan, including a broad grille treatment and slim DRL elements, but the Signia’s headlights are separated while the Crown sedan’s are integrated behind the DRLs. From the profile view, the Signia benefits from rugged fender trim, shorter overhangs, and the elimination of the shoulder hump behind the sedan’s C-pillar. The roofline flows cleanly into the rear hatch, and the wide rear lighting graphic helps the vehicle look planted from behind. The dark chrome Y-spoke wheels on the Limited trim are stunning.

Inside, Toyota moves well beyond the utilitarian atmosphere associated with many mainstream crossovers and goes very Lexus-like. The dashboard is a little more complex with the layering effect, but the overall appearance is refined. Materials generally look and feel appropriate for the Crown Signia’s near-luxury mission, particularly on touchpoints such as the steering wheel, door panels, and seating surfaces. Perforated leather, contrast stitching, satin-finished metallic trim pieces, and slick switchgear make the cabin truly attractive. There’s a lovely absence of cheap plastics inside, too.

The Limited’s leather-trimmed seating and upscale trim details help make the cabin feel more special than a RAV4 or Highlander. It is not a full Lexus substitute in terms of every material or every detail, and that makes the Crown Signia Limited travel under the radar without sacrificing the upper echelon’s of Toyota luxury. The Crown Signia instead occupies an appealing middle ground: more polished than a conventional Toyota crossover, less formal and less conspicuous than a similarly priced Lexus model.

Infotainment and Technology – 8.5/10

The Crown Signia Limited uses Toyota’s latest large-screen infotainment layout, centered around a 12.3-inch touchscreen paired with a 12.3-inch digital instrument display. Both are well-integrated and they don’t overtake the cabin the way some competitors do. Toyota has figured out a way to put great tech inside the Crown Signia while blending into the overall cabin execution.

The central display is sharp, responsive, and straightforward. It’s not flashy, which isn’t Toyota’s bag, anyway, but it’s clean and intuitive. The system responds quickly to inputs, and Toyota’s interface is almost as easy to use as Wireless Apple CarPlay and Android Auto, which are standard. Smartphones pair very quickly, too.

I’m a big fan of the straightforward instrument display. It eschews overly flashy graphics (the drive mode graphic is nice, though) and instead opts for clear data readouts and just enough information (energy flow, driven wheels, adaptive cruise controls selections), etc. The analog style dials have configurable data sections that can be selected and moved, while the charging status (left) and the speedometer (right) gauges remain fixed.

Additional tech bits include a digital rearview mirrors, JBL 11-speaker premium audio, wireless smartphone charging, Connected Services capability, and a backup camera with dynamic gridlines. Options added to my tester included a Panoramic View Monitor, Lane Change Assist, Front Cross-Traffic Alert, Front and Rear Parking Assist wi/ Automatic Braking, Outer Mirrors with Puddle Lights and Reverse Tilt-Down, and a Dash Cam.

The standard driver-assistance suite is comprehensive, and owners should feel protected with one of the most comprehensive sets around. Toyota Safety Sense 3.0 includes Pre-Collision with Pedestrian Detection, Full Speed Dynamic Radar Cruise Control, Lane Departure Alert with Steering Assist, Lane Tracing Assist, Road Sign Assist, Automatic High Beams, and Proactive Driving Assist.

Comfort, Space, and Usability – 9/10

The Crown Signia Limited’s interior comfort is excellent. The front seats are broad and supportive, and the cushioning is nicely balanced between firm and soft. The front seats in the Limited trim get heat/ventilation, along with a heated steering wheel. The rear outbooard seats get heat. The back seats provide 37.1 inches of legroom. Ample for six-footers but not quite as much as the Crown sedan’s 38.9 inches. On the plus side, Toyota has concentrated its packaging on passenger comfort and cargo capacity instead of squeezing in a shrimpy third row.

Cargo capacity is excellent for a vehicle with this silhouette. The rear hatch opens to a wide, flat load floor, and the low lift-over height makes loading big items much easier than in a taller crossover or SUV. It was easy to throw heavy bags into the back of the Crown Signia because I hardly had to lift them to get them in. With the seats in place, you get 24.8 cubes, and folding the rear seats expands the usable area substantially to 66.1 cubes, creating the kind of long, practical cargo space that wagon buyers appreciate. The back seats fold down flat, so they don’t impinge on capacity.

The cupholders and phone charging bin are easy to access, and there’s a decently sized armrest the opens to both the driver and front passenger, a great feature. I lamented the size of the door pockets, which are deep but not long. They’re great for water bottles, but if you want more storage, the pockets are limiting. But the overall practicality of the Crown Signia remains excellent. There’s enough small item storage space to be daily usable, and the capacious boot makes grocery hauls, sports gear stowage, and road trips a reality. There wasn’t school and athletics day for my three kids plus multiple grocery bags that lef the Crown Signia wanting.

Driving Experience – 7.5/10

Every 2026 Crown Signia uses Toyota’s 2.5-liter hybrid powertrain and electronic all-wheel drive. The system combines a gasoline engine with electric motor assistance and sends power to all four wheels through Toyota’s eCVT-style hybrid transmission. Total system output is 240 horsepower, but you can’t upgrade to a 340-hp Hybrid MAX powertrain found on the Crown sedan. 0-60 happens in 7 seconds. It’s midpack for the segment. It’s doubtful buyers of this type of vehicle will expect rapid transit.

Under prodigious throttle use, the system is noisy. While not unrefined, it is a sacrfice for fuel efficiency. The hybrid setup delivers smooth low-speed response, quiet cruising, and notably strong fuel economy (39 mpg city/37 highway/38 combined) for a roomy all-wheel-drive crossover. In daily, normal driving use, the system operates smoothly and unobtrusively. Get on the gas, and it’s clearly noticeable that the Crown Signia wasn’t designed to thrill. My week behind the wheel (about 50% in Sport mode) resulted in 34.7 mpg combined. A lighter foot would no doubt get better results.

Steering is light but accurate, and body roll is controlled but by no means flat. Its lower, wagon-like profile helps it feel less top-heavy than a taller SUV, while the standard all-wheel-drive system provides peace of mind for climes like Chicago. Winter’s coming, and the Crown Signia should manage well when things get dicey.

Ride quality is excellent, but it’s not mushy and totally isolating. The Crown Signia Limited absorbs most broken pavement with controlled softness rather than a floaty, disconnected feel. Road and wind noise are also well managed at highway speeds, reinforcing the impression that Toyota is targeting buyers who want a Lexus-like calm without necessarily buying a Lexus.

Final Verdict – 8.75/10

The 2026 Toyota Crown Signia Limited is a great near-luxury crossover alternative. Two rows and a manageable footprint make for a great family car if you don’t have to transport six or seven individuals. Sometimes, all you want is a quieter cabin, supportive seats, useful cargo space, standard all-wheel drive, a refined hybrid system, and styling that does not resemble the sea of taller crossovers out there.

I quite liked the Crown Signia, despite it’s lack of driving engagement. I would also choose it over the Crown Sedan, even purely based on looks. This is a crossover for people who want something more distinctive than a typical SUV and more practical than a sedan, all the while retaining peace of mind that can only come with Toyota usability and reliability.

Largely a part of the MK.IV Supra’s lore, the JZ engine had become the darling of the aftermarket scene. But in its normal guise, it’s a smooth, refined engine that powered a lot of Toyota’s rear-drive midsize sedans and the Soarer, better known as the first Lexus SC everywhere else.

The JZ family is primarily split into two, namely the 2.5-liter 1JZ, and 3.0-liter 2JZ. The non-turbo versions were pretty good, and it also helped that these were hugely reliable powertrains. As for the turbos, well, these have become legendary. The 2JZ-FTE gets all the limelight, but the 1JZ-GTE was a stout engine, too.

Cool Applications

For those familiar with the ’90s JDM scene, they’ll know that it powered a couple of great sports sedans. There’s the Toyota Chaser, Cresta, and Mark II, as well as the Crown Athlete. If it was a mid-sized Toyota with rear-wheel drive, you can count on it being available with the boosted 1JZ.

This engine also powered several Japan-only models that most of us would typically know as a Lexus. The Toyota Soarer was the Japanese-market Lexus SC, but came with that engine mated to a manual. It was even used in two wagons, namely the Mark II Blit and Crown Estate Athlete V, bringing us neatly into the next bit.

Not Where You’d Usually Find it

What customers do with their cars isn’t up for Toyota to decide, so from time to time, you get the odd 1JZ turbo-powered car. Such is the case for this particular Crown Athlete V wagon spotted by The Drive. It’s for sale on Facebook Marketplace at the time of writing, and it could be yours for about $15,000 if you don’t mind the aftermarket conversion.

That conversion is a hearse, and it’s not every day you’d find a hearse with a hot motor. The 1JZ-FTE made 276 hp on paper, but everyone knows that it was intentionally underrated as part of a gentleman’s agreement among Japanese automakers right up until the mid-2000s. We don’t know the history of why this Crown Estate Athlete was chosen to be a hearse, given that standard Crown Estates would do the same task just fine. Express service, perhaps?

Either way, it’s an amusing Marketplace find, and provided you have extra cash to burn on a 25-year-old hearse, there’s quite a lot of potential in these. Harold and Maude types will appreciate it, but the lure of that turbocharged 1JZ is making us want to build a drift hearse. The only thing that needs doing is a manual swap, and you’re good to go. Of course, that’s just us thinking out loud, but we’re more than open to other suggestions.

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When you’re an automotive journalist, invariably people find out and ask you what you recommend. It’s unavoidable, but it’s one of the most enjoyable aspects of my work. It’s not what you think. It’s not about spilling my automotive knowledge. Rather, I always see it as an opportunity to find out what makes the car buying public tick.

A recent interaction involved my son’s best friend’s dad, who has been driving a 2019 Honda Pilot for the past several years and wants to make a change. He’s not much of a car guy, but he knows that he doesn’t want to drive a large SUV anymore. I took the time to ask Andrew some important questions to find out his budget, needs, and wants.

Old Priorities No Longer Matter

Andrew has a wife and two boys. He’s a busy father and husband with kids in numerous extracurricular activities. He drives his boys around a lot, but he no longer wants to drive something as big as the Pilot. He thought he needed three rows, but now he realizes it’s excessive, and he wants to downsize. Andrew drives into the city, as well, and he would appreciate a smaller footprint and better manueverability. It’s also taller than he prefers. The Pilot is just too large inside and out.

He was also not a fan of the Pilot’s gas mileage. Its V6 engine is on the thirsty side. The 23.5-liter V6 engine is good for 280 horsepower and 262 lb-ft of torque, but the downside is the estimated 22 mpg combined. That’s not a great number, and Andrew would prefer to have a hybrid. His wife drives a Tesla Model Y, and Andrew has no interest in getitng another EV. He wants the flexibility of gas without the wallet drain of a V6. He still wants all-wheel drive for Chicago winters. He also prefers to keep the price around $50k.

Finally, he wants solid reliability and good physical controls. The Pilot has been very good to him with minimal repairs, and he wants the same level of vehicle dependability or better. He also prefers not to have heavy on-screen controls like his Tesla. He prefers to keep things minimally distracting with his boys in the car and a lot of city driving. Good physical controls are the order of the day.

My Recommendation: 2026 Toyota Crown Signia

The Crown Signia debuted in 2024 as a 2025 model, and it’s the wagon-ified version of the Crown sedan, built on the same TNGA-K Architecture. The base XLE starts around $45k, and the top trim Limited’s price barely crests $49k, so the price point works for Andrew. The electrified powertrain is borrowed from the Crown sedan, with a 2.5-liter four-cylinder and three electric motors for a combined 240 horsepower. While that’s less than the 280 horses in the 2019 Pilot, the Crown Signia will do about the same 0-60 sprint at the 7-second mark.

There’s no question that the hybrid-only Crown Signia is more efficient than a naturally-aspirated V6 three-row SUV. Andrew was surprised to find out just how much better the Crown Signia is compared to the 2019 Pilot. Efficiency is stellar with an EPA estimated 41 mpg in combined driving. That’s almost twice as good as the 2019 Pilot’s 22 mpg.

The Crown Signia’s dimensions are more manageable than the Pilot. It stands at 64.2 inches high, about half a foot lower than the Pilot, and it measures about two inches shorter and half an inch narrower. It doesn’t scrimp on second row space in the process. With 38.9 inches of second-row legroom, it has half an inch more than the 2019 Pilot. That should be plenty of space for his two boys. Six footers can sit behind tall front occupants with no issue.

The Crown Signia also has great physical controls and isn’t overly dependent on the touchscreen, which is properly sized at 12.3″ and mated to the same sized digital instrument cluster. Both are easy to read, and the infotainment system is intuitive. Andrew’s preference for easy switchgear is covered here. The climate controls are in clean rows, and the thermostat displays are simple, situated between the buttons for heated and ventilated seats.

Andrew mentioned that he wants a quiet and composed ride, versus something that’s quick and has taut handling. That’s another area where the Crown Signia excels. It’s a cushy and insulated ride that’s a champion of quiet highway cruising. In terms of reliability, Toyota outranks almost every other brand, including Honda. The Crown Signia checks that box, too. Finally, it goes without saying that the car should be safe, and the Crown Signia nails that aspect, too. It nabbed an IIHS Top Safety Pick.

Final Thoughts

Sometimes you have to look at a completely different segment when your priorties change, and that’s where Andrew find himself today. He doesn’t care about brand image but rather practical aspects like fuel-efficiency, good controls, and solid reliability. The Crown Signia is one of those crossovers that travels under the radar while providing Lexus-like comfort and materials, welcomed surprises along with the model’s practicality and fuel efficiency. It’s also a car I would buy for my own family, which makes it even easier to recommend.

The shooting brake design is one of the most iconic classic looks that was once a desirable form factor for a car. It blended the sporty profile of a two-door coupe with the extended sloping rear cargo look of a station wagon. Only a few cars throughout history can claim to be purpose-built shooting brakes, with the design largely consigned to the history books.

However, an automotive design firm recently built a one-off that pays tribute to one of the most iconic shooting brakes of all time, and it’s now up for auction.

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New and Old

Now listed on Broad Arrow Auctions is the 2026 Daytona Shooting Brake Homage by Niels van Roij Design. This car is a unique homage to the 1972 Ferrari 365 GTB/4 Daytona Shooting Brake, which was commissioned through Chinetti Motors. In the same spirit, the 2026 Daytona Shooting Brake was built for one client who exclusively went to Niels van Roij Design to make his dream come true.

The design firm used a 2009 Ferrari 599 GTB Fiorano as a base and left the standard 612 hp 6.0-liter naturally aspirated V12 alone, working purely on the design. According to the listing, it took over 15,000 hours of design exploration,  digital surfacing, CAD engineering, and hand execution to create the final look. Incredibly, all exterior panels except for the doors were newly hand-formed in aluminum, an incredible design and engineering feat.

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Coachbuilders

One of the key designs of the original Daytona also made a return for the homage; these are the electrically operated butterfly side windows achieved by using precision-milled aluminum hinges with drilled detailing. These butterfly doors swing upwards to reveal the luggage compartment. Inside are the cognac leather-trimmed seats, dashboard, door panels, headlining, and luggage bay. The secondary surface of the interior is lined in Carbon Fiber, replacing the original 1972 model’s walnut surface. The car is listed with 27,2217 miles, and with a listed price of over $500,000 up to $753,000.

The 2026 Daytona Shooting Brake isn’t the first and only unique automotive build from Niels van Roij Design. In the past, the company has done a homage to the Ferrari 250 GT SWB “Breadvan”, the Henry II Corniche Shooting Brake, and the Rolls-Royce Silver Specter Shooting Brake.

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Save for the current and soon-to-be-axed generation, there’s a reason why many hold the Mercedes-Benz (and later, Mercedes-AMG) C63 in high regard. There’s just something so right about putting in an inappropriately sized engine in a relatively compact sedan that drives just as wild as the idea suggests. It’s rowdy, old-school fun that we probably won’t see ever again but hope will somehow return someday.

AMG is no stranger to sticking in engines where they shouldn’t belong, and we love them for that. This is the same company that stuck in a 5.5-liter V8 in a B-Class subcompact MPV as an experiment, and actually sold a 6.2-liter V8 minivan in the form of the pointlessly awesome R63. Stick a V12 in a G-Class? Why the heck not?

Where it All Began

Before Mercedes-Benz and AMG got together in 1990 and the latter became a wholly owned subsidiary of the German automaker, AMG already had a pretty colorful history. There was the 300 SEL 6.8 ‘Red Pig’, the 300E ‘Hammer’, and loads more cars in between. But the first product of the official collaboration was the C36 AMG. It was a W202 (or S202 wagon) C280 with its engine enlarged to 3.6 liters, putting out 276 hp. Launched in 1993, it was Sindelfingen’s response to the E36 M3.

It was, at the time, a pretty crazy idea as the first-generation C-Class was a properly compact car. Back in those days, anything more than 3.5 liters belonged in a mid-size vehicle at the very least, not in something even shorter than a Chevy Cavalier. But this is AMG we’re talking about, and when BMW increased the engine capacity for the E36 M3, the company responded in the best way possible: “Let’s stick a Mercedes V8 in it.”

The Original V8 C-Class

When the first-gen C-Class was given an update in ’97, it was inevitable that AMG would get its hands on it as well. The result was the C43, the first V8 Mercedes in compact form, and its timing couldn’t have been any better. At the time, Mercedes had also just rolled out the M113 V8 engine for the E430. AMG then fettled with said 4.3-liter engine, bumping power up from 275 hp and 295 lb-ft to 302 hp and 302 lb-ft. Oh yes, indeed, and C43 AMG 0-60 mph times were under 6 seconds – fast for its era.

Granted, it still made less power than the Euro-spec M3 (316 hp), but it had more punch than the U.S. version that ‘only’ had 241 hp. However, the C43 was only equipped with a power-sapping five-speed automatic, so the smaller and lighter M3 was still the quicker car. But the C43 wasn’t supposed to be a motorsport-derived special. It was a compact luxury bruiser with an accompanying V8 soundtrack and a polar opposite of the contemporary high-revving M3.

The Goodies

The massaged V8 is the main highlight, but AMG did a lot more than cram a big engine in it. As the 202 platform was never meant to have anything more than six cylinders in it, modifications were made to the front of the car to make it fit. That also meant it needed a different suspension arrangement that then benefitted from a sportier tune. Ride height was lowered, gas-filled dampers were fitted, and thicker anti-roll bars were installed in the C43.

Other things you can only get in the C43? There are the brakes that were far larger than what you would see in a C280 or C230 Kompressor and would later be used in the first-generation E55 AMG. As for the transmission, yes, it’s a five-speed automatic, sourced directly from an R129 SL500, and was specifically calibrated for this model. Oh, there was a wagon version that North America (unsurprisingly) missed out.

What Reviewers Said

As far as we can tell, only Car and Driver has archives of the C43’s in-period reviews. At the time, the publication lauded its roadholding, along with its great seats, subtle and tasteful styling, performance, and of course, that V8 soundtrack. It wasn’t perfect, though, as the automatic didn’t exactly unleash the engine’s full potential. The ride was also described as a bit on the lumpy side, although it’s probably soft by today’s standards.

But what Car and Driver moaned about the most was the price. 1998, the original AMG C43 carried a price tag of $54,559 and, for reference, the M3 sedan from the same year was a hair under $40,000. Based on inflation calculators, the M3 costs the equivalent of about $80,000, so it’s about par for the course. However, the C43 would be nearly $112,000 in today’s money. It finished dead last in a comparison test against the said M3, the B5 Audi S4, and Saab 9-3 Viggen. But while it lost that comparison, the verdict was “AMG rediscovers the 1960s Detroit muscle car.”

Lasting Legacy

Still, it’s a great car that paved the way for future AMG models and started the theme of putting in oversized engines in Mercedes-Benz models. It also laid down the framework for C-Class-based AMGs. Sure, it was succeeded by the C32 with a supercharged V6, but AMG brought back V8 power with the C55, gave it that legendary 6.2-liter in the first C63 AMG V8, and swapped displacement for boost in the Mercedes C63 AMG V8 biturbo.

Today, it’s a solid practical classic, and despite its rarity, it’s not too surprising to see these still racking up miles. Just 3,857 of these were ever made, 1,500 of which made it to the U.S, and 772 were wagons. The original C43 is the very reason why we love and expect V8s in AMG C-Classes. It’s also one of the several factors why the backlash towards the plug-in hybrid C63 and the four-cylinder-only Mercedes-AMG C43 was too loud to ignore. The message has been made loud and clear: We want our AMG C-Class cars with big engines, just like it always has been.

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In the early-2000s, if you wanted a fast compact station wagon from Audi, then you were in luck. From 2001 to 2002, the S4 Avant from the B5 generation was made available to U.S. customers. It was a great car, if a little fragile at times, but it was one of the few options available at the time. The other choices were the far more subtle Saab 9-5 Aero Wagon and the much more affordable Subaru Impreza WRX Wagon.

That said, America missed out on the ultimate A4 Avant, and that was the RS4 Avant. It was primarily for Europe, but also sold in select Asian and Latin American countries, but not the U.S. Now that it’s over 25 years old, we’re starting to see a couple take trips across the Atlantic.

The Backstory

With a short production run and small production numbers, the B5 RS4 was always going to end up becoming a valuable classic. That’s reflected by its current market values, which Classic.com lists at around $51,240. In other words, it’s about the same as a brand new A5.

The one we saw on Bring a Trailer currently up for sale has an interesting story to tell. It was actually purchased in Monaco back in 2000, so it was likely someone’s rapid grocery-getter right up until 2011. It was then registered in France that same year, stayed there for the next 14 years, and was sold on Bring a Trailer back in November 2025 to an American buyer. It has since resided in the U.S, and it’s up for sale again. It’s an unrestored example, so there are a few blemishes here and there. There’s a paint chip on the hood, a crack on the driver’s side door sill, part of the headliner has sagged but it’s held up with pins, and there are some dead pixels on the instrument cluster display.

However, the good news is it has a whole book binder’s worth of service history for peace of mind. A fair bit of work has also been done to it. The front bumper cover, fenders, and hood have been repainted, and the wheels have been refurbished. All brake rotors and pads have been replaced, but the cherry on top has to be the new timing belt. B5 Audi A4s don’t have the largest of engine bays, with everything typically crammed in, and more so in the RS4. The replacement of the timing belt means that spares the next owner of this car a costly and labor-intensive service.

The Offer

Interested in this car? View the listing here.

Why it’s Special

Audi wasn’t the first to make a high-performance German wagon. It was actually BMW that made one first with the E34 M5 Touring in 1992. The RS2 came about in 1994, but while it wasn’t the one that invented the genre, it was the first compact wagon to come with serious performance. The RS4 Avant was the eventual successor that arrived in 1999, and cranked that same formula up to 11.

The B5 RS4 was built from 1999 to 2001, and its 2.7-liter twin-turbo V6 was massaged by Cosworth to make over 100 more horsepower than the S4. That alone makes it special, along with the bespoke bodywork, suspension upgrades, and a total production of just 6,030 cars worldwide. Sure, the RS2 got the ball rolling, but the RS4 formula started with the B5 generation.

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Performance wagons are an amusing genre. While not a volume market, especially in North America, it has a strong and dedicated fanbase hellbent on keeping it alive. If anything, the success of the Audi RS 6 and BMW M5 Touring is proving to automakers that high-powered longroofs have a place in the U.S market.

Understandably, though, Audi and BMW are still a little cautious about bringing more wagons to the U.S., but both are giving it more serious thought. Unfortunately, that also means America has missed out on the G81 M3 Touring and the G21 3 Series Touring, while Audi of America still isn’t reversing its decision to not bring in the RS 5 Avant.

The Inevitable Comparo

Inevitably, comparison tests pitting the two high-powered wagons have begun. The folks from German publication Sport Auto brought the M3 Touring and RS 5 Avant to the Hockenheimring for a track battle. It’s the type of comparo that we want but can’t do or get, so we’ll admit we’re a little jealous here.

If we’re merely relying on horsepower output, it’s supposed to be a cakewalk for the Audi. The RS 5 Avant’s 2.9-liter twin-turbo V6 is aided by a powerful electric motor from a plug-in hybrid system. Total system output is rated at 630 hp and 609 lb-ft, which makes the M3 Touring look pale in comparison. The BMW is powered by a twin-turbo inline-six with ‘just’ 523 hp and 479 lb-ft. Strong figures, yes, but the Touring gives up 107 hp and 130 lb-ft to the Avant.

Power Isn’t Everything

But time and again it’s been proven that power isn’t everything, and it’s the same case here. Working against the Audi is its weight, tipping the scales at 5,225 lbs and even heavier than an RS 6 Avant. The BMW, on the other hand, is a flyweight by comparison at ‘just’ 4,277 lbs. Still not light, but nearly 1,000 lbs of extra mass wasn’t ever going to do the RS 5 favors.

The result? The RS 5 Avant finishes behind the M3 Touring. More specifically, the Audi’s lap time was 3.71 seconds slower than the BMW. It’s not like the RS 5 had any handling issues. If anything, it did well on track. However, the M3 simply carried more speed around the bends, aided by its lighter weight.

Another factor here was the tires, as admitted by Sport Auto. The Audi rode on Pirelli P Zero R tires, while the M3 was shod with Michelin Pilot Sport Cup 2 tires which are practically road-legal semi-slicks at this point. An unfair advantage? Probably, but Audi isn’t offering that kind of tire on the RS 5 Avant just yet, whereas BMW has it as an option for the M3 Touring.

Still Rapid, Regardless

Yes, the RS 5 Avant got beat, but it and the M3 Touring are rapid wagons nonetheless. The fact that both BMW and Audi are making these superwagons is a great thing, and that’s something you can’t take away from these automakers.

The only thing we can wish for is Audi of America to reconsider its stance on the prospect of bringing the RS 5 Avant to the U.S. In BMW’s case, it would be nice for it to offer the next-gen M3 Touring stateside. After all, it already had a surprise hit with the M5 Touring.

It’s no secret that Mercedes-Benz will be keeping the fuel-fed C-Class for a while. After all, it’s still a popular car, and the company would be throwing away so much sales if it went EV-only. Of course, all attention was towards the new and first-ever electric C-Class. Much has already been said about it, including how it was built in the most environmentally sustainable way possible.

But after months of buzz and fanfare for the battery-powered model, Mercedes has turned its attention back to its combustion-powered counterpart. About time, too, as the current-gen C-Class is about to be the veteran among its compatriots. With that, it gets a facelift for the 2027 model year, along with useful interior updates and some reshuffling of the powertrain choices.

Baby S-Class

Ever since the first-generation model from 1993, the C-Class has emulated its much-bigger brother, the S-Class. The same still rings true for this updated model, as it now gets a similar grille and front-end treatment as the flagship sedan. This is possibly the biggest grille ever fitted to a combustion-powered C-Class, and both four-door (W206) and wagon (S206) share it. The grille surround can also be illuminated, keeping up with current trends for better or worse.

New headlight DRLs and larger corner air intakes are also part of the 2027 update, along with new wheel options. As for the rear, the sedan gets new taillight elements adapting the same look as the E-Class and S-Class. For the wagon, the lights are also tweaked, but not to the same extent as the sedan. Both get new rear bumpers as well.

Still a Familiar Cabin

Refreshingly, the 2027 C-Class doesn’t get a hyperscreen for this minor model change. Sure, some would like door-to-door screens on the dash, but it appears Mercedes resisted the temptation to do that at the risk of alienating traditional customers. With that, the dashboard layout remains as before.

Instead of slapping in more screens, the infotainment system’s software was given an upgrade. There’s a new interface that’s supposedly faster and more responsive than before. Greater AI functionality was added as well, along with an updated navigation system with Google Maps. Joy of joys, more physical buttons have been added to the steering wheel, getting rid of the capacitive touch pads in the current and outgoing model. Most commands and functions are still on the screen, though, but it’s a start.

Electrified but Not Electric

As before, the gas and diesel models all come with some form of electrification. The standard combustion engines are mild-hybrid as before, but have been tweaked to meet new emissions standards. Plug-in hybrids are also available, but the plug-in hybrid diesel has been discontinued.

For the gas engines, there’s the C200, C250 and C300, at least for now. The C180 and it’s 1.5-liter mild-hybrid turbo is gone and effectively replaced by a boosted 2.0-liter C200 with 174 hp. Taking over the C200’s previous role is the C250 with 215 hp from the same engine. The more relevant model here is the C300 still producing 255 hp and most likely the one that will be bound for the U.S. New in the diesel lineup is the C250d, replacing the C220d but still retaining 197 hp. If you want even more power, there’s the C400 e 4Matic plug-in hybrid with 389 hp, the punchiest model available until the AMG versions arrive.

But wait, where’s the six-cylinder C53? We’ll have to wait a little bit longer for that. It’s coming for sure, likely before the end of the year. It’s touted to use the same arrangement as the GLC 53, so we can expect 443 hp and 443 lb-ft of torque from its 3.0-liter turbo mild-hybrid straight-six.

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The GT-B never made it stateside, so this import stands out from the usual second-gen Legacys Americans saw in the ‘90s. Under the hood sits a 2.0-liter twin-turbo flat-four, good for about 265 horsepower and 250 lb-ft of torque, all sent to all four wheels via a four-speed automatic.

The current owner picked up this Subaru in December 2024 and has only put about 700 miles on it since. It’s up for grabs with no reserve, so the final price is anyone’s guess.

Condition and Details

This wagon is loaded with late-‘90s JDM goodies: height-adjustable HID headlights, roof rails, twin sunroofs, automatic climate control, a MOMO steering wheel, and even a McIntosh AM/FM/CD cassette stereo. It’s pure Japanese-market nostalgia inside and out.

It’s not all stock, either. Over the years, it’s picked up 17-inch Subaru WRX wheels, an aftermarket exhaust muffler, an ULTRA turbo timer, and some extra interior gauges. The odometer? Still in kilometers, as any proper JDM import should be.

Condition-wise, this one’s more daily driver than museum piece. Expect chips, scratches, dents, faded paint, a tired front grille, and a cracked rear bumper. The wheels are scuffed, the driver’s seat has a burn mark, and the steering wheel has seen better days.

Inside, you’ll find scratches on the glove box and door panels. The radio is dead, and the HVAC controls are a bit stubborn when it comes to temperature changes. There’s also some corrosion underneath, so keep that in mind.

What You Need to Know

You get one key, the original Japanese owner’s manual, a tool kit, and a spare tire. The car’s being sold by a private party out in Lake Orion, Michigan.

If you’re after an old-school JDM Subaru, the GT-B’s charm is obvious: twin-turbo boxer power, all-wheel drive, wagon practicality, and features you’d never find on a US-market Legacy. This was before Subaru’s fast wagons became a common sight in America.

The listing notes that this is an imported vehicle, so it may not pass emissions testing in some states. It’s now the buyer’s responsibility to determine whether the car can be registered and operated legally where they live before placing a bid.

The Offer

Interested in this car? View the listing here.

Final Thoughts

This Legacy GT-B isn’t pretending to be a showroom queen, and the cosmetic and mechanical quirks are part of the deal. But with a twin-turbo flat-four, AWD, right-hand drive, and wagon body, it’s a rare slice of Subaru history.

If you want a JDM wagon with real personality instead of another run-of-the-mill US-market classic, this 1998 Legacy GT-B deserves a closer look. Just double-check your state’s registration and emissions rules before you throw in a bid.

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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.

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For starters—and perhaps it’s cliché to mention it at this point—it doesn’t have a V8 beneath its hood; it doesn’t feel like an old supercharged E55 reincarnated with some bigger screens and battery assistance. It also doesn’t feel like the sort of full-fat AMG that would wear a “63” badge and get away with it in the eyes of the public. In old Mercedes nomenclature lore, this might have been called something like an E550 AMG Package Estate and left to sit one careful rung below the real monsters. But despite its confused identity, the E53 Wagon still feels like it has a distinct sense of purpose.

After a week with the E 53 wagon around Vancouver, B.C., during which I wound my way up the picturesque Sea-to-Sky Highway past Pemberton to Joffre Lakes Provincial Park, took on a night drive up a more local mountain road, and drove daily around the city, I came away skeptical-turned-mostly-positive. This isn’t the AMG wagon fantasy some enthusiasts still have bookmarked in their souls, and it’s heavier, more complex, more digital, and less naturally plush than the AMGs people remember. But it is fast, surprisingly planted, genuinely useful, achingly beautiful, and far more engaging than I ever expected it to be. My specific Canadian-market tester was a 2026 Mercedes-AMG E 53e 4MATIC+ Wagon in Velvet Brown Metallic over Neva Grey and Black two-tone AMG Nappa leather, equipped with Pinnacle Trim and a total MSRP of $131,200 CAD. Shown below looking ever so stately in breathtaking Pemberton Valley, British Columbia.

Specs And Pricing

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The plug-in hybrid system pairs an AMG-enhanced 3.0L inline-six turbo with a 120-kW electric motor and 28.6-kWh high-performance battery, while the official spec sheet lists 577 hp combined, 553 lb-ft of torque, 41 mi of electric range and a 3.8-second 0-60 mph time. The 400-volt battery sits beneath the cargo floor, which is important to note because this wagon actually feels like it carries useful mass over the rear rather than simply dragging dead weight around.

Powertrain: 8.7/10

Having driven the recently-cancelled Mercedes-AMG GLC 63 S E Performance earlier this year and, frankly, strongly disliking it, I was admittedly skeptical of the E 53’s plug-in hybrid system when I first sat in the driver’s seat. A performance wagon is already complicated enough, having to balance the duties of regular everyday life with the dynamic eccentricity of a supercar. Add a battery, an electric motor, regenerative braking, EV drive modes, and a charging port, and the risk is that you turn a psychotically characterful AMG into a lifeless computer on wheels wearing bright red brake callipers. But the E 53 strikes a balance that the GLC 63 never quite did.

In the city, EV mode makes the car silent and smooth. The ability to waft around noiselessly in full-electric comfort mode gives this wagon the kind of multidimensionality that has always made fast E-Class Estates so revered. It isn’t just a performance car, a luxury car, or a family car. It’s an automotive Swiss Army Knife that combines all three of those vehicles into one. When you do want it, though, the inline-six sounds better than expected—and has much, much more character than the GLC 63’s four-cylinder ever could. It has a distinct straight-six note, which is far less dramatic than a V8, but at least authentic to what’s actually under the hood and even to the lesser-known history of straight-six-powered AMG E-Class Estates. It sounds “53 AMG” enough, even if it will never sound “63 AMG” enough.

The switchover from gas to electric power was mostly seamless, aside from the unmistakable sound, and the electric motor delivered torque in a way that kept the throttle feeling naturally connected to the combustion engine’s power band. Race Start was as dramatic as promised, and the 604-hp burst from the AMG Dynamic Plus Package gives this car the kind of acceleration that seems fundamentally ridiculous in any wagon—and one that could easily embarrass its V8-powered predecessors in a drag race. That package also adds dynamic engine mounts, compound brakes, a rear limited-slip differential, and the AMG Performance steering wheel.

As far as its gearbox goes, the 9-speed automatic was sharp when I wanted to bang through gears and effortlessly soft around town when I did not. It occasionally had an awkward clunky moment during acceleration-to-deceleration transitions, but that was rare. My preferred setup by the end of the week became a customized drive mode: everything in Sport+ except the suspension, which stayed in Comfort, because this thing is firm enough already. More on that later on.

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Electric Range And Charging: 8.8/10

The electric side of this car isn’t just a useless gimmick, nor does it dampen the experience of living with it. Mercedes claims 41 mi (66 km) of electric range, and I saw real-world range in the mid-50 km (roughly 34 mi) range without even remotely trying to be efficient. That feels close enough to the claim given the mode configuration I drove it in. I mostly charged at home and briefly at a public Level 2 charger in Whistler Village. Mercedes claims a 9.6-kW maximum AC charging speed and a 2.25-hour 0-100% AC charging time, along with 60-kW DC charging capability and a 20-minute 10-80% DC charge time, which felt accurate.

That sort of flexibility significantly enhances the E 53’s sense of well-roundedness and its appeal as an automotive Swiss Army Knife. Around town, the E 53 can behave like a near-silent luxury wagon. On the highway, it instantly transforms into a fast, confident, AMG-branded mile-munching machine. On a back road, it can pull hard out of corners, with the electric motor filling the gaps and its battery pack keeping its rear end firmly planted. No, this powertrain isn’t as simple and uncomplicated as an old V8 AMG, but the hybrid system works here because it expands the car’s range of talents rather than narrowing them, and perhaps more importantly, doesn’t rob more from the dynamic experience than what it returns.

Driving Dynamics: 8.6/10

Whereas the GLC 63 left me wary of modern electrified AMGs, the E 53 wagon showed me there might be a better balance to strike between combustion character and seamless electrification. Thanks to the placement of its battery pack beneath the cargo floor, it feels planted, precise, and rear-biased, with a rear end that stays firmly settled through tighter bends, and immediate torque that comes on to rapidly propel you out of them.

AMG Ride Control suspension, active rear-axle steering, AMG Performance 4MATIC+ all-wheel drive and electromechanical power steering were all part of the chassis setup on my tester. I wouldn’t go so far as to say the rear-axle steering stood out as some dramatic party trick, but the wagon generally felt confident and far more agile than its 5,200+ lb mass would suggest. The steering was incredibly precise—a real highlight of the E 53, in my opinion—with enough feedback to make spirited driving enjoyable well within the car’s limits. This is more grip-and-go than the rotate-and-laugh persona of older AMG Benzes. It doesn’t want to drift around like an old bruiser—it wants to load up, settle in, and fire out with unbreakable traction. That might not sound as playful as some enthusiasts might hope for, but I think it better suits the car’s personality as a grown-up, modern machine.

Ride And Brakes: 7.4/10

The ride, however, was my first real concern. The E 53 wagon lacks air suspension, and even in Comfort mode, it remains quite firm. In Sport+ mode, it becomes too harsh for regular use, at least on the roads I drove. The 21-inch AMG cross-spoke forged wheels probably don’t help here, but they are so exquisite to look at that I can’t quite bring myself to blame them explicitly. Seeing centre-lock-style 21-inch forged wheels on a station wagon was a sight that the ten-year-old Porsche Carrera GT fanatic inside me would have gushed over for weeks.

Regardless of the looksmaxxing trade-off, that firmness is a notable knock against a $131,200 CAD luxury wagon. The cushiony (and beautiful) seats help, and I’m also young enough to tolerate a bit more ride harshness than some buyers might want to deal with, but if someone were eager to trade performance for better comfort, I would quickly point them toward an E 450 All-Terrain.

The E 53’s brakes also require a bit of an adjustment period. Around town, they insist upon heavy input, and sometimes that makes the car feel as if it wants to get away from you. On a spirited drive, that same heavy pedal becomes somewhat of a positive, because it allows for better precision—push harder, and the high-performance brakes feel natural and confidence-inspiring. So the braking feel isn’t poor; it just asks you to build a relationship with it, and to keep the car in Comfort mode when in the city.

Exterior Design: 9.5/10

Velvet Brown Metallic is the colour for this car. The brown paint over two-tone Neva Grey and Black leather, suave long-roof proportions, and subtly sharp AMG details create a wagon that feels both elegant and unapologetic. Like a wealthy man who made his money honestly, and therefore gets to feel pride without the burden of shame weighing it down. Of course, the E 53 wagon isn’t as visually loud as something like an AMG GT—it doesn’t insist upon attention. But people who know what it is notice it immediately, and you can always see it in their faces, but they’re all too proud to compliment it out loud. The E 53 wagon doesn’t demand a second look; it earns it from those who were smart enough to look at all.

Despite the cheek-clenching ride they deliver, the E 53’s 21-inch forged wheels are a stunning addition, and the wagon body style does much of the emotional foreplay for me. A performance SUV could be faster, taller, and more market-friendly, but it will never have the kind of superiority-complex charm that comes with driving a fast, luxurious wagon. This is for people who would revel in knowing they chose the more interesting option than most.

Interior And Tech: 7.2/10

The cabin is both spectacular and incredibly frustrating. The Neva Grey and Black Nappa leather combo elevates the atmosphere immensely, and I think it helps offset some of the aura loss from the Superscreen. The seats are comfortable, the driving position is excellent, the Burmester 4D audio system is fantastic, and the cabin overall feels special enough for the money. But the interior is absolutely drowning in tech—so much so that I resented it all.

The MBUX Superscreen integrates everything from basic climate controls into a system that also handles everything from track telemetry to ambient lighting that dances to the beat of your music, all on a massive, dashboard-sized screen in front of your eyes and the road. The result isn’t delight—for me, it was detestment. There are so many settings, personalization options, submenus, apps, functions, gizmos, and doo-dads that the system becomes less of an assistant and more like when an eighth-grade teacher forces you to sit through a lecture on the Pythagorean Theorem when all you want to do is eat lunch.

What’s most excessive to me is the passenger screen, which after a while felt like nothing more than a decoration smeared with fingerprints. Not one passenger ever wanted to use it for more than the minute it took to browse through its available displays. Most settled for the virtual IWC watch screen, which felt like a dystopian pastiche of the actual IWC clocks Mercedes used to place in some AMG interiors. Others asked for the screen to be turned off entirely to avoid motion sickness. Plus, where others once might have put a beautifully handcrafted chronometer atop the dashboard, there is now just a camera pointed at you.

That said, not all modern Mercedes tech is misguided and useless. The Digital Light system, for example, with Adaptive Highbeam Assist Plus, was frankly incredible. On a twisty, mountain drive late at night, the high beams stayed active while selectively keeping light off oncoming cars. Because the lights still illuminated the sides of the road, I noticed a baby deer stepping into the road from the right while an oncoming car passed on my left and slowed to let it cross. Pinnacle Trim includes Digital Light LED headlamps and Adaptive Highbeam Assist Plus, and this was one of those rare tech features that moved instantly from interesting to “no longer want to live without.” I couldn’t help but wonder how many lives this kind of lighting tech might have saved—human and otherwise—if North America had allowed it sooner?

Practicality And Value: 8.6/10

This is where the E 53 wagon makes its case over the sedan. Cargo capacity ranges from 33.1 to 64.6 cu-ft (460 to 1,675 L), depending on whether the rear seats are folded. The rear seatbacks collapse into a 40/20/40 split, allowing skis to be loaded through the opening while still leaving two comfortable rear occupants. The PHEV battery does raise the cargo floor slightly and robs some wagon practicality, and most sadly, any possibility of the rear-facing jump seats that were once beloved E-Class wagon features. But the trade-off feels worth it if you accept what the E 53 is trying to do. It isn’t really a full-on family car for a couple with a few kids or more. It’s more like an executive runabout for someone with up to two kids who might otherwise be in mom’s bigger SUV more often. Rear-seat space is ample, cargo space remains useful, and the wagon body gives it an elegance no performance SUV can match.

At $131,200 CAD, or starting at $95,200 in the U.S., it is undeniably expensive. But I still believe it offers reasonable value at its price point compared to what rivals charge for a similar idea, albeit with more power. Want a fast wagon from BMW? That’ll be the M5 Touring, which starts north of $125,000 in the U.S. A Range Rover Sport Autobiography P550e starts at $118,700 USD.

So this isn’t for someone cross-shopping purely on horsepower or even for someone who wants maximum clout for money—it’s for someone more tasteful who wants the ultimate Swiss Army Knife but recognizes that trading a few cylinders for electrified around-town comfort can sharpen the idea rather than dull it, and understands that stealth wealth is far more fashionable than loud money. AMG V8 diehards should skip it, and so should buyers who want the most performance possible from a luxury wagon, or those who would happily trade its speed for better comfort. For the right person, though, this is an incredibly compelling machine.

Final Verdict: 8.6/10

The 2026 Mercedes-AMG E 53 HYBRID Wagon isn’t the AMG wagon some people still dream about. It certainly isn’t an E63 replacement, nor is it some 1,000+ horsepower all-electric rocket. It feels more like a very fast, very well-equipped, somewhat reasonably expensive E-Class wagon than a true full-fat AMG legend. And yet, I still think it works.

Its biggest strength is well-roundedness, even if that’s more in the sense of “Jack of all trades, master of none” than anything more commendable. Its biggest flaws are the harsh ride and tech-drowned interior, but what surprised me most was how engaging it was to drive despite it all, especially after the GLC 63 S E Performance had made me so skeptical of modern electrified AMGs. The E 53 showed me there might be a light at the end of the electrified AMG tunnel after all—an amicable balance between combustion character and electrified seamlessness. I also kept thinking about how fantastic it looked, especially in brown, especially over that two-tone interior, and especially sitting on those absurd centre-locking forged wheels. This isn’t the AMG wagon of the past—it’s something more complicated, perhaps a bit more compromised, but undoubtedly better suited to modern life. For once, the complexity adds more than it subtracts.

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Audi Seems Committed To The V8 Engine

While the new Audi Nuvolari limited-edition supercar is an outlier, it’s still proof that Audi’s penchant for large-displacement eight-cylinder engines remains. But we have more evidence. Firstly, let’s go back to April of this year, when Audi Sport boss Rolf Michl said the RS 6 would have individuality within the RS range and wouldn’t be a copycat of the RS 5. The following month, Audi CEO Gernot Döllner was quoted as saying he’s “a big fan of V8 [power].” He added that it’s ideal for full-size SUVs, hinting at the since-revealed Audi SQ9, but the RS 6 is not as small as the RS 5, so a V8 would have similar appeal there.

Related: Audi Wants More Wagons In America, If The Math Works

And a few days after the Nuvolari was revealed in June, Autocar reported that the next RS 6 would have a plug-in hybrid V8 (potentially making as much as 730 horsepower) to complement the all-electric RS e-tron. The EV is rumored to have been canceled, and Audi won’t comment on future product speculation, so we have to draw our own conclusions. But between Autocar and TSB, it’s the former that has a stronger track record for accurate reporting.

Autoblog’s Take

Audi will no doubt have seen the backlash Mercedes has faced after dropping V8s from certain models, forcing a comeback, and at the same time, it’s surely taken note of the success of the V8 PHEV BMW M5. Dropping or delaying the all-electric RS 6 seems like a prudent move given that only the cheapest EVs seem to be popular, but getting rid of the V8 to meet European emissions regulations seems like a risk, particularly if Audi still wants to offer the RS 6 in the U.S. Electrifying it is a decent middle ground, even if it comes with a significant weight penalty, and even if owners in the real world drive the car like a combustion-only one. Hopefully, Audi will break its silence soon so that we can dispel or confirm rumors of the V8’s departure from the RS 6, but if we were to put money on it, we’d say the V8 has a better-than-50/50 chance of surviving.

When the idea of an M3 wagon was first floated about 25 years ago, then-current M3 owners weren’t too keen on the idea. Still, a single E46 M3 Touring prototype was built as a proof of concept, although it would take decades before BMW finally gave the 3 Series Touring the full M treatment.

Perhaps tired of Audi and Mercedes-Benz owning the compact performance wagon space, BMW finally stepped into the arena with the G81 M3. It ended up being a surprise hit for the M division, which makes one wonder which M3 owners BMW asked back in the day who said no to the idea in the first place. That said, it’s forbidden fruit in the U.S.

Second-Gen (Mostly) Confirmed

Given the success of the first official M3 Touring, it’ll probably come as no surprise if a second-gen model is underway. BMWBlog also reports that there’s a codename for it, too. Dubbed G88, it’s safe to say that it’s the gas-powered model, too.

As BMW had previously confirmed, the next M3 will also be offered with pure combustion power, debunking previous rumors that it’ll come as a plug-in hybrid. That should give it a significant weight advantage over the Audi RS 5, and as Mercedes will be canning the C 63 wagon soon, it’ll be a two-horse race in the hot wagon market soon.

For power, expect an even more powerful version of the 3.0-liter twin turbo, albeit with mild-hybrid assistance. Given that BMW will soon phase out the Competition models as 80% of buyers opted for that, we’re bound to get strong versions right out the box, and we’re expecting well over 500 hp for this one. Based on the previous generation, the second-gen M3 Touring could be all-wheel drive and automatic only.

Crossing the Atlantic

It was also reported that BMW is exploring the possibility of bringing in more wagon models to the U.S. If so, the G88 M3 Touring might just be the ticket. The success of the G99 M5 Touring presents a strong business case for the smaller M wagon, and there has been clamor from the brand’s fans to bring it in.

The thing about performance wagon fans is that they seem to actually push through with the purchase rather than just saying they want it in the country and not buy it. That’s what makes this niche unique and special, and one could say that BMW can guarantee a good number of sales should it reach American showrooms. It won’t sell in the same numbers as the X3 or X5, but we reckon it’ll have a strong following.

Honda deserves credit for resurrecting the Prelude badge with style. The new hybrid coupe is comfortable, polished, and – thanks to its dialed-in chassis and that nifty S+ Shift – way more fun than you’d expect.

But it’s far from perfect. Honda calls the Prelude a 2+2, but while your knees might survive a short stint in the back, your head is another matter. That swoopy roofline means rear passengers are basically brushing their hair against the glass. Even at 5-foot-6, I won’t call dibs on the back seat for anything longer than a coffee run.

The sloped roof also cramps your cargo. Sure, the Prelude is technically a hatchback with folding seats, but good luck stacking anything tall without playing Tetris against the rear glass.

Enter Theottle’s rendering, which immediately grabbed our attention for all the right reasons.

A Long Roof Prelude Looks Surprisingly Natural

Created as a digital rendering, this Honda Prelude Shooting Brake takes the coupe’s roof and drags it out toward a proper upright hatch. The transformation is subtle enough to keep the Prelude DNA, but bold enough to flip the car’s proportions on their head.

From the front, it’s business as usual: slim LED headlights, tidy fascia, and those clean lines. But get past the B-pillar, and things start to get interesting.

The stretched roof gives the rear some real presence, but the Prelude’s sporty vibe is still intact. Black multi-spoke wheels, shadowy window trim, and a subtle roof spoiler keep it from veering into wagon territory. Instead, it sits somewhere between a hot hatch and a low-slung grand tourer.

Honestly, if Honda rolled this out as an official variant tomorrow, it would fit right in with the current lineup.

Shooting Brakes Simply Make More Sense

Shooting brakes have always been the oddballs we secretly love. They keep the coupe’s style but toss in enough practicality to make daily life less of a compromise. For the Prelude, that’s a recipe that fixes a lot of gripes.

Raise the rear roof, and suddenly back seat passengers can breathe again. The longer hatch means you can actually load up for a road trip, haul sports gear, or tackle a Costco run without breaking a sweat.

Honda’s no stranger to wild body styles, so who knows – maybe something like this could actually happen. If this rendering is any indication, we’d say it’s an idea worth revisiting.

There’s zero chance of Audi slowing down on crossovers, especially outside Europe. However, the North American side of the company is looking for ways to bring in more station wagons stateside. So for any wagon enthusiasts out there who aren’t just motoring journalists, this sounds like great news.

Among the German luxury big three, Audi has traditionally offered the strongest selection of wagons in the U.S. We can go all the way back to the 70s when Audi officially arrived in America and introduced the Fox wagon in 1972. The 5000 Avant carried the torch after that, later renamed the 100 Avant and, eventually, A6 Avant. It was also the first German brand to offer a compact wagon stateside with the A4 Avant, as BMW and Mercedes did not offer their respective small wagons in America in the late-’90s. Let’s not forget the S4 and S6 Avants that were offered back in the day, as well as the RS 6

More Coming Soon?

We already know that the A6 Allroad is coming to the U.S, and it’s safe to say that the redesigned RS 6 will also be offered as an Avant in America once it’s out. More recently, it was confirmed by Filip Brabec, Audi of America’s senior vice president of product management, that more wagons could land stateside, with the operative word being ‘could.’

Speaking to Road & Track, Brabec said, “Part of the Audi brand at times is to have the right sort of offering for the enthusiast. We’re not sort of the vanilla brand that will just have three or four SUVs and a couple sedans and call it a day. We want to be that brand that really pushes the envelope and has something for its enthusiasts.”

But before anyone gets too excited, there is a caveat. Audi can’t just snap its fingers and suddenly bring its Avants to the U.S. A case for expanding the wagon lineup needs to be made first before anything else. “At the end of the day, it’s always a little bit the business case, and ‘can we make it work,’ and things like that. That’s what guys like me do. But we definitely are always looking for opportunities, because it is a strength that we can play with [customers] that get it,” added Brabec.

Crucial Regions

For Audi’s wagon expansion to succeed, it’ll need to focus on key regions that buy more wagons than others. California and the Pacific Northwest have been a good market for these kinds of cars, as well as the New England region. A6 Allroad sales have been traditionally strong in snowier climes, although it has been a good seller in New York City according to Brabeck’s interview with Road & Track.

Turns out, the Allroad’s size is just right for the city’s standard parking rates. Those who have one aren’t subject to the same charges as, say, a Q5 or Q7, both of which are required to pay SUV rates, which are more expensive. Inadvertently, NYC is doing its part in justifying Audi’s decision to keep selling wagons in America.

Possible Models

Audi effectively pioneered the hot wagon genre, and its high-performance longroofs have a strong following to this day. The success of the RS 6 Avant may reverse the initial decision not to bring the RS 5 Avant to the U.S. This may also open up the possibility of the S5 Avant landing stateside. The performance wagon may be a niche that doesn’t bring in hundreds of thousands of sales, but it’s a space that Audi occupies rather well, along with BMW in more recent years.

Given the popularity of Allroad models, this may also push Audi to develop a version for the A5 Avant. It’s not just an American thing, either, as the European market buys a good amount of Allroad models, so money can be made from a jacked-up A5 station wagon.

So for those in the Pacific Northwest, New England, and New York, America is counting on you to keep Audi Avants alive.

While it’s good that Subaru’s gamble to turn the Outback into a more SUV-like vehicle is paying off, that meant there’s no more high-riding wagon in the North American lineup. If anything, the original Legacy-based Outbacks were instrumental to the company’s success in North America, so it’s a little sad that the model had somewhat strayed from its roots.

Meanwhile, in Japan, Subaru has a model called the Levorg Layback. While based on the Impreza, it’s effectively the spiritual successor of the original Outback by being, you guessed it, a high-riding wagon. It was recently updated, adding a much-needed hybrid model.

A Reasonably-Priced Tall Wagon

After premiering the car a few months ago, Subaru Japan has released the full specs and pricing for the updated Levorg Layback hybrid. The lineup is simple, with just two on offer, namely the Premium Black and Premium. Oddly enough, the ‘black edition’ model is actually the entry model.

The price? It’s well below $30,000. Granted, cars in Japan are comparatively more affordable than in the U.S, but it goes to show that you can still get a lot of car for the money elsewhere. Prices for the Levorg Layback hybrid start at ¥4,246,000 for the Premium Black, while the Premium is ¥4,521,000. Convert that to U.S dollars, and that’s just around $26,000 to $28,000.

The non-hybrid is even cheaper, starting at ¥4,059,000 for the Limited EX and tops out at ¥4,246,000 for the Black Selection. That’s a hair under $25,000 to just over $26,000.

It’s Well-Equipped, Too

The Levorg Layback’s equipment list isn’t too shabby, either. Of course, it already comes with EyeSight tech, and it’s the full suite, not just the basics. Heated seats are also standard, as is a heated steering wheel, wireless charging, wireless Apple CarPlay and Android Auto, power tailgate, power seats with memory, and connected services.

Powering this wagon on stilts is a 2.5-liter boxer mated to a single motor and a compact battery. It’s the same arrangement as the Forester hybrid, meaning 194 hp combined, while the electric motor is good for 199 lb-ft. Meanwhile, the non-hybrid version uses a 1.8-liter turbo making 174 hp and 221 lb-ft. Of course, all-wheel drive is standard.

It would be nice if this model were sold in the U.S, but ultimately, it’ll be difficult to position it. In Japan, it fills in the gap between the Crosstrek and Forester, although its base price is higher than that of the latter. The hybrid does come out cheaper than the electrified Forester, but if it were offered in America, it might be priced too close to other models in the lineup. That said, Japan still has a lot of love for wagons, which is probably why it’s the only market that has it.

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The sixth-generation BMW 3 Series faced a fair amount of criticism when it was new. Critics bemoaned the mute steering, a stark contrast to BMWs of yore. Then there were the cabin materials that weren’t quite up to par with the previous generations. More often than not, the F30 is ranked as the least-liked generation of the 3 Series. Yes, it was still good, but it was missing the magic that made prior models great.

But then came the G20. Introduced in 2018 for the 2019 model year, it corrected a lot of the misgivings of its predecessor. It looked pretty handsome, too, and some of the sparkle had come back. As the seventh-generation bows out, it’s a good time to revisit it before the eighth-gen debuts.

The Wagon America Missed

More specifically, we’re looking at the BMW 3 Series Touring, which the U.S market didn’t get. Now, we’re not here to make American readers jealous, but in a nutshell, it was a great car that wouldn’t have sold well stateside. It’s still worth sharing our experience with it, especially after living with it for a few months. Besides, America got the E46 Touring and F31 3 Series, the latter even being offered with a diesel option.

Now, we do have to note that this particular car wouldn’t have made it to America even if it was sold there. It’s a 318i, and for kids who think that the only 3 Series that exists is the M3, yes, the number goes that low. The last time America had a 318i was way back in the E36 generation from the ’90s, but today’s basic 3 Series is, to be perfectly honest, enough for where this writer is based.

How Does it Drive?

By American standards, the 318i Touring is slow. 0 to 60 mph is a couple of tenths shy of nine seconds, so it won’t take anyone’s breath away. Still, it’s far better than what its power figures suggest, as the turbocharged 2.0-liter engine puts out 154 hp and 184 lb-ft. Perhaps it’s BMW underreporting its engine output; it felt quicker than the conservative numbers suggest. As someone who owned an E39 523i (not sold in America) and an E34 525i, the modern 318i felt livelier than expected. Predictably, it’s good on gas, still managing to return 20 mpg in extreme traffic conditions where average speeds crept at 10 mph.

As for the way it steers, there’s not much difference between it and the sedan. That said, if you decide to be more enthusiastic around the bends, the Touring feels a little softer with a hint more lean. That’s not to say it rolls like it’s on dead dampers, but if you happen to drive one back-to-back with a sedan, some might feel a little more sway. Still, it’s heaps better and more engaging to drive than its predecessor.

But what we do have to say is that it rides a tad better than the four-door. It’s still firmer than its predecessor, but not back-breakingly so. The ride can be best described as supple, and there were no protests from this writer’s wife and toddler. Overall, it’s a car that defies its age, and still good to drive even as it gets closer to retirement. Still, Americans (and Canadians) should consider themselves lucky to have the 330i as the base model. A BMW 320i Touring would’ve been nicer, but it isn’t offered in some markets.

Why Get an X3?

On paper, the X3 has a greater cargo capacity, mainly because of its height. The thing is, the 3 Series Touring has a longer cargo floor, which makes doing grocery tetris that little bit easier. That pop-out glass hatch comes in handy, too, which is something the X3 doesn’t have. Admittedly, the cargo area of the X3 is more square compared to the Touring, but the wagon puts up a good fight. Strollers and luggage prove little of a challenge for the longroof 3 Series.

But when it comes to interior space, it’s practically neck and neck. If anything, the 3 Series has more front legroom than the X3, but the latter (obviously) has more headroom. Still, it’s not a massive night and day difference difference, and honestly, our family was quite happy with the space inside the wagon. If we’re honest, though, the 3 Series isn’t even the more spacious or practical wagon among its peers. The Volvo V60 beats it quite easily, and even the more affordable Volkswagen Golf Sportwagen outloads both the luxury options.

Still, the fact that it can match the X3 in terms of practicality goes to show that wagons, in general, aren’t one to be underestimated in terms of cargo and passenger space. So, why buy an X3 over a 3 Series Touring? Well, the latter isn’t offered in many markets, so there’s that.

Final Thoughts

The outgoing 3 Series Touring is an unfortunate omission in the North American lineup, but would’ve ultimately sold in relatively small numbers, especially compared to the X3. Perhaps that’s the case for standard models, but we reckon if the M340i or M3 Touring were offered, it might be a different story. Wagons are a niche in the U.S, so it might make more sense to offer the high-performance versions instead.

At least more BMW Touring models are being considered in the U.S. It’s not the highest priority at the moment, but the success of the M5 Touring has shown there is still a market for wagons in America, especially speedy wagons. Who knows, maybe America will get the M350 Touring at some point.

As for the G21 3 Series, it’s still a fantastic daily driver with the bonus of practicality. It’s still a good platform even after all these years, and this writer would buy one if given the chance. That also means the next-gen 3 Series has some big shoes to fill, whether in sedan or wagon guise.

New Volvo Sedan And Wagon Would Be Related To Europe’s

According to the report, the new Volvo EVs are already being developed for Europe, and adapting them to the U.S. market won’t be particularly difficult. As midsize products, they’re expected to carry 60- or 70-series badging, meaning a Volvo S60/S70 sedan and a Volvo V60/V70 wagon. For the latter, it’s possible that a lifted and plastic-bumpered Cross Country variant may also appear, with all the vehicles riding on the company’s flexible 800-volt SPA3 platform, which was first applied to the EX60. The EX60 starts at $59,795, and Volvo’s last sedan in the U.S., the 2025 S90, also started just below $60,000, but the new wagon and sedan are expected to be considerably more accessible.

Related: Millions of Volvo Owners Are Getting Free Apple Music Added Into Their Dashboards

Volvo reportedly expects only around 10,000 annual sales in the U.S., but with a price expected to kick off in the low $50,000s, which is where compact cars are normally priced, those numbers may grow. Currently, sedans and wagons are less popular than crossovers and SUVs, and doubly so when they’re electric, which explains Volvo’s caution. But Edmunds analyst Ivan Drury says these products could stand out as “counter-culture cool” by the time 2028 arrives. Moreover, one dealer told the publication that “it’s challenging having just three models to sell” (XC40, XC60, and XC90), and while new midsize cars at compact prices won’t make a huge dent, dealers say any incremental increases in volume would be welcomed.

Volvo Is Hedging Its Bets With New SUVs

Volvo understands that having a lower, more aerodynamic vehicle is particularly valuable when it comes to EVs, something Ford seems to agree on, but it also knows that most American buyers are more interested in SUVs. A Volvo alternative to the three-row BMW X7 is in the pipeline, as is a sub-$40,000 electric crossover, the latter due next year. With these products, Volvo will draw in customers from opposite ends of the price spectrum. If a wagon and a sedan are added back to the range, the company can also appeal to different types of buyers – those who are fatigued by the endless stream of crossovers and SUVs and want to drive something not parked in every driveway. If the sedan and wagon don’t work out here, at least the costs of developing them would be shared with Europe. We’ll update you once more concrete information surfaces.

BMW i3 Touring Is A Longroof i3 Sedan

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BMW has covered up the front and rear ends of this i3 Touring prototype, but it’s clear that the station wagon will closely adhere to the styling of its sedan sibling, with a mask-like front end stretching across the upper fascia. At the back, the taillights are similar to the sedan’s, too, with thin, long clusters spanning the width of the tailgate. In profile, we see that the glasshouse tapers upward behind the C-pillar, helping the roof look more aggressively curved. However, a large rear windshield and a relatively flat roofline suggest the i3 Touring will be very spacious inside.

Speaking of the inside, the i3 Touring will adopt the Panoramic Vision iDrive system from other recent Bimmers, with a long, thin display residing at the base of the windshield with the most important information displayed within. Behind a four-spoke steering wheel will be no screen, with only a ‘freecut’ touch display measuring 17.9 inches in the center of the dash. It’s still not a done deal that the NA1 i3 Touring will come to America, with most of the chatter on the subject related to the G51 3 Series Touring (the combustion model), but if it does, it will be an impressive choice.

BMW i3 Touring Powertrain: Other BMWs Provide Clues

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The electric wagon will be built atop the same 800-volt Neue Klasse architecture found beneath the i3 sedan and the iX3 crossover. In the three-box i3 revealed earlier this year, only the dual-motor i3 50 xDrive powertrain has been announced, which develops 463 horsepower, but the iX3 40 gets a single rear motor making 316 hp, and that’s likely to be an option here. The i3 sedan boasts a 559-mile WLTP range from its 108.7-kWh battery, and although the extra heft of the station wagon body will likely cut a few miles from that figure, the i3 Touring should still manage long distances with ease. Later, a mild-hybrid 3 Series Touring with similar looks will arrive, and an M3 wagon for both combustion and electric variants is being considered. We’ll report back once we know more.

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The story of the 3 Series Touring is a fascinating one. It started out as a project for BMW prototype engineer Max Reisböck, mainly because he needed a more practical car for his family. The finished product was later presented to the company’s board and was eventually approved. The rest, they say, is history.

It would take a while before the 3 Series Touring would make it to the U.S. America missed out on the E30 and E36 wagons, but it arrived stateside with the E46 generation. The E91 and F31 were also offered, but the soon-to-be-outgoing G21 model didn’t reach North America.

Staging a Comeback?

It’s a little too late for the G21 3 Series to be offered, although there is some chatter about the next-generation model coming back to U.S showrooms. At least, that’s according to a post over at the Bimmerpost forums. It was said that an insider claimed that the G51 is being considered for North America yet again.

This appears to back up a previous report wherein the company was looking into bringing in more wagons to the U.S. “We are seeing continuous demand. We also saw customers petitioning for the M3 Touring, bringing it to the U.S. There is momentum in the market. These are all indications where we continue monitoring the market and trigger the right discussions,” said Michael Keller, BMW North America’s vice president of product management.

Hold Your Horses

So, that confirms more BMW Touring models are coming to America, right? Well, not quite. Keller also added, “We will look into Touring concepts where it makes sense for the U.S. market, because at the moment we are quite happy with the M5.” Also, a report from BMW Blog adds that its own sources said it’s not a done deal just yet.

Either way, the company is looking into it, but is probably not in too much of a rush to make it happen. Wagons are pretty much a niche in the U.S, and it’s safe to say that BMW USA would rather devote more time and effort to the more profitable models. Couple that with the introduction of the redesigned X5, and it’s safe to say that pleasing the limited number of wagon fans in the country isn’t a top priority at the moment.

What Might Work

The success of the M5 Touring has shown that there is a market for long-roof BMWs in the U.S. However, that is a highly specialized niche market that already knows what it wants from the start. What BMW could do is supplement M5 Touring sales with the next-generation M3 Touring. That way, the company doesn’t have the pressure of having to push volume.

With that in mind, there’s probably little to no chance of the regular 3 Series Touring models reaching the U.S. You can forget about the 318 Touring and 320 Touring even having a glimmer of hope of making it to America, while the odds for the 330 Touring appear extremely slim. There is some hope for the M350, though, as the performance wagon genre does have its sure buyers.

French cars have an odd history in the U.S to say the least. These were never massive sellers stateside, but the idiosyncrasies made them charming for some reason. That said, it’s the same oddness that limited their market appeal, but those willing to put up with the quirks and embrace the cars’ character were rewarded with a truly unique experience. French car brands in the USA included Citroën, Peugeot, and Renault, and were fairly well represented.

The thing is, charm doesn’t always translate to sales, and that pretty much sums up France’s attempt to sell cars in America. Okay, there’s Bugatti today, but it’s not what one would call a mass-market brand. The French car with mass appeal sold in the U.S. was the Peugeot 405, and one could say it was a valiant but ultimately unsuccessful effort.

Off to a Great Start

The Peugeot 405 was introduced in Europe in 1987 and later bagged the 1988 European Car of the Year award by a massive 212-point margin between it and the second-place Citroën AX. It’s not like the class of ’88 was short on talent or significance either, with notable cars including the Alfa Romeo 164, BMW 5 Series, Honda Prelude, and Toyota Corolla, to name a few.

So far, so good, and Peugeot needed that, as it had just come off a very difficult period. The smaller 205 had rescued the company from the brink in 1983, and the 405 was proof that the French automaker’s upswing was no fluke. Considering it was based on a five-year-old Citroën model at the time, the BX, Peugeot made it work.

Next Stop: The U.S. of A

Peugeot didn’t just want the 405 to succeed in Europe; it wanted it to be a truly global model. That meant the company also had its sights on North America, pinning its hopes on the 1988 European Car of the Year winner to be the one to turn its fortunes around across the Atlantic and finally turn Peugeot into a household name.

Before the 405’s American debut, Peugeot had a steady but not exactly wide presence in the U.S. Its first official model in America was the 403 in the late ’50s, followed by the 404 of the ’60s. The ’70s saw the introduction of the 504, 304, and 604, and some might remember that the 504 was once used as taxis in New York City. As the 304 and 604 flopped, the 505 represented the Peugeot name in the ’80s.

The 405 was meant to show North American consumers that Peugeot was ready for the late ’80s and the ’90s with its thoroughly modern design and solid credentials. Unfortunately, we all know what eventually happened.

The U.S.-Spec 405

The Peugeot 405 made its North American debut in late 1988 for the 1989 model year with three trims available. There was the base 1.9 DL, followed by the mid-spec 1.9 S, and topped by the revvy Mi16 with its 16-valve engine. The wagon was introduced a little later, but the fact that both body styles were offered showed Peugeot’s ambitions and optimism.

Anyway, back to the car. The differences between the European and American 405s were mainly around compliance. U.S. versions had longer 5-mph bumpers, smaller license plate holders at the back, and emission-control systems that choked power. The 8-valve 1.9 liter in the DL and S could’ve made 125 hp, but it’s down to 110 hp after its boat ride from France. The same applied to the Mi16, with power downrated from 160 hp to 150 hp in the U.S. model.

The Praises Were There, But the Sales Were Not

Highly lauded by European critics, the 405 received similar praise stateside, especially for the sportier Mi16. The chassis threaded the fine line between comfort and dynamics, and the Pininfarina-designed exterior was the cherry on top. It drove great, rode fantastically, looked good, and undercut the Germans by a good margin. Some even dared call it a true 3 Series rival. There was a lot to like about it, but several factors effectively made it sales-proof.

Per Hemmings, prices in ’89 kicked off at $14,500 for the DL, and it was $17,700 for the better-equipped S. As for the sporty Mi16, that would set you back $20,700. Adjust that for inflation, the base model starts close to $40,000 in today’s money. It undercut the Germans, but the Japanese were making more compelling midsize sedans by offering better value, more power, and, let’s be honest, greater reliability than the Peugeot.

The trouble was, it was priced like a premium product in America, but its roots are far more humble in Europe. Over there, a 405 would be purchased the same way an Average American would buy an Accord, Camry, or Taurus from the same era. A highly competent sedan, but not a premium one.

Also, by the late ’80s, Peugeot’s dealer network in North America had dwindled, and its future wasn’t looking that bright anymore. That didn’t exactly inspire buyer confidence despite the seal of approval from critics at the time. And while reviewers loved the way it drove, the thin and flimsy interior materials betrayed the car’s premium positioning in the U.S. Mechanically, the car was reliable, especially those equipped with manual transmissions, but the car was occasionally marred by electrical gremlins and cooling issues.

Life After America

Peugeot tried to spice up the image of the 405 by sending one up to the Pikes Peak International Hillclimb with rally ace Ari Vatanen behind the wheel. Okay, it was more of an evolution of the 205 T16 Group B rally car, but the body was made to resemble the 405. Some of you might remember the Climb Dance short film that showed snippets of Vatanen’s record-winning run.

But despite the praise, the Car of the Year title, and the Pikes Peak win, none of them did anything to lift the 405’s sales. Limited serviceability due to the minuscule dealer network didn’t help matters, and in the end, just 11,398 405s were sold in the U.S and less than 2,000 of those were wagons. Peugeot left America in 1991, and the planned return was scrapped, so mainstream French cars for sale in the USA aren’t happening any time soon.

Outside of North America, the 405 thrived. Over 2.5 million were sold in Europe, and the 405 wasn’t just built in its home country, either. There was also production in England, Poland, Chile, Argentina, Taiwan, Thailand, Egypt, Zimbabwe, Iran, and Azerbaijan. In fact, the car outlived most of its successors: while European production ended in 1997, the very last one was made in Azerbaijan in 2023, with over 5 million cars built.

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So no, these two electric SUVs aren’t quite the same thing. But plenty of buyers might find themselves cross-shopping them anyway. That’s because both are aimed at the same broad audience: someone who wants an electric crossover not merely as transportation, but as equipment. A tool for trailheads, ski hills, dogs, bikes, camping bins, muddy boots, wet jackets, and those early weekend mornings in picturesque places with no cell reception.

The Trailseeker is Subaru’s interpretation of what an all-electric automotive Swiss Army Knife should be. The R2 is Rivian’s. I drove both, and the difference doesn’t simply boil down to which one is “better.” It’s about which version of the electric adventure-SUV dream you might actually believe in.

Specs And Pricing

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Rivian lists the R2 Standard from $44,990 with 275 miles of estimated range, 350 hp, and rear-wheel drive, while the R2 Performance starts at $57,990 with 656 hp, 330 miles of EPA-estimated range, dual-motor AWD, and a 3.6-second 0–60 mph time. The Subaru Trailseeker starts at $39,995, rises to $46,555 for the Touring trim, and offers 375 hp, up to 281 miles of range, 150-kW DC fast charging, a NACS port, and a 28-minute 10–80% fast-charge time.

Power And Performance: Rivian Has The Bigger Swing

The Trailseeker isn’t what most people would call slow. In fact, a large part of its charm is that it feels much, much quicker than how most people expect a Subaru to feel—any Subaru, for that matter. With 375 hp and standard dual-motor all-wheel drive, it gives you the instant, smooth EV shove that makes a gas Outback feel like it’s out of breath by comparison, and it is, in fact, the most powerful factory-stock Subaru ever produced. It’s quick, clean, and confidence-inspiring; one of the best-driving EVs at its price point.

But the R2 offers so much more choice in this matter. The R2 Performance I drove in Park City had 656 hp, which is a deeply unnecessary number for such a vehicle. But the power didn’t feel stupid; it felt useful. Merge, pass, climb, recover momentum—done. No waiting, no drama, no sense that the car was merely performing tricks. The Trailseeker is fast for a Subaru, and it’ll easily outrun more basic versions of the R2, but no version of the Trailseeker is any match for the kind of all-encompassing power the Rivian R2 Performance harnesses.

Driving Feel: Subaru Is Lighter, Rivian Feels More Substantial

The Subaru feels much lighter on its feet than the Rivian. That was true when I drove it at the model’s first-drive event, and it was reinforced at Mudfest, where the Trailseeker proved it could be more than a nicely shaped EV with a familiar badge. It has that low-mounted-battery-pack composure, smooth power delivery, and easy confidence that make it feel less like a sci-fi experiment and more like a genuine Subaru that just happens to plug in. The Trailseeker doesn’t feel like Subaru chased an EV trend and let Toyota do all the shared-platform work. It feels like a logical next chapter for the brand, and like a better-rounded, more enjoyable evolution of the iconic Outback.

The R2, though, feels more substantial from the driver’s seat, confidently asserting its heftier price tag through robustly tactile inputs and outputs. It’s quieter, more indulgent, and more composed, giving it a more premium rhythm on the road. Around Park City, it felt boxy and heavy, yet surprisingly easy to place, with nimble handling in Sport mode and enough refinement to keep the cabin calm even as the scenery passed by very quickly.

Capability: Subaru Has Confidence, Rivian Has Clearance

The Trailseeker comes standard with Symmetrical AWD, 8.5 inches of ground clearance, X-MODE, Grip Control, and the kind of semi-mashochistic, “go ahead and beat me up” attitude Subarus are known for. Subaru says the Trailseeker was designed with rough roads, muddy trails, bad weather, and snowy conditions in mind. And it works. The Trailseeker feels ready for the sort of places most people might actually take them: forest service roads, ski resorts, soaked campsites, muddy trailheads, and halfway up that one massive pile of hard-packed snow in the parking lot behind every ice rink.

The R2 takes things to an even further extreme. With 9.6 inches of ground clearance (more than any 2026 Toyota 4Runner model except the TRD Pro) and meticulous fine-tuning, it felt like an EV actively intended for off-road use, not just one that can handle some occasional turbulence once in a while. In Utah, some of the sections we conquered with the R2 felt Subaru-manageable. Others were much steeper, rockier, and more technical than anything we’d ever consider lugging a Trailseeker through. The R2 just got on with it. The Subaru is still plenty capable for most buyers, but the Rivian can simply tackle so much more.

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Interior And Practicality: Different Kinds Of Useful

The Trailseeker is the longer vehicle and has a more conventional midsize crossover shape, albeit with somewhat wagon-like proportions that more closely resemble a Subaru Outback than, say, a Forester. It offers 31.3 cu-ft of cargo space behind the rear seats and 74.0 cu-ft with them folded, which puts it right in the zone Subaru buyers expect for real-world usefulness that isn’t excessive. It’s practical in an understandable way: a big hatch, a cavernous cargo bay, an easy-to-use cabin, and adventure-friendly durability thanks to Subaru’s proprietary StarTex synthetic upholstery.

The R2 is shorter in length, but makes up for it with clever, trick storage solutions. Rivian boasts 79.4 cu-ft of cargo space behind the first row, but only 28.7 cu-ft behind the second row. A 5.2-inch “frunk” and dual gloveboxes help make up some of that difference, while rear drop glass, all-five-window drop function, and a generally thoughtful cabin layout enhance the SUV’s nature-loving pragmatism with playful flair. But there are some caveats. The R2’s shadeless glass roof became quite hot in Utah’s early-summer weather—hotter so than the air conditioning could make up for, even on its max setting—and the complete lack of grab handles felt like an odd omission in something so clearly meant to leave paved roads in its rear-view. Despite those flaws, the R2’s packaging achievements are still legitimately commendable.

Value: Subaru Pulls It Back

The R2 might be the more exciting vehicle, but the Trailseeker has its value argument nailed. The most expensive Trailseeker costs $46,555, which is barely above the base R2 Standard and still well below the R2 Premium and Performance. The least expensive Trailseeker starts at just under $40,000—nearly $5,000 less than the cheapest, rear-driven R2 Standard. For that money, Subaru gives you standard AWD, more power, similar if not more range, competitive cargo space, useful (though not as extreme) off-road capability, and a badge that already means something valuable to outdoorsy buyers.

That is powerful. Especially because not every buyer wants to feel like an early-adopter ambassador for the future of software-defined adventure mobility. Some just want a Subaru that can handle the rain, snow, pets, and Costco runs, that just so happens to be powered by electricity, rather than making a big show of it. The Rivian might feel more special, but the Subaru feels easier to justify when the pocketbooks come out.

Verdict: Subaru For The Life You Have, Rivian For The Life You Keep Imagining

The Subaru Trailseeker is undoubtedly the safer recommendation. It’s cheaper, more spacious in a few key ways, comes with standard AWD, and is deeply aligned with what Subaru buyers already understand and appreciate from the brand’s most coveted adventure models. It doesn’t ask you to reinvent your life around a new brand or even a new means of propulsion. It simply says, “Here’s the Subaru thing you like, now electric.” That’s a solid pitch.

The Rivian R2, on the other hand, is clearly the more compelling machine. It’s pricier and comes with more overt flaws, but it feels more advanced, more characterful, more capable off-road, and more emotionally intriguing. It possesses a sort of cleverness that makes you want to really use it, not just own it for status. The Trailseeker feels like an electric evolution of Subaru, but the R2 feels like a sharper version of an entirely new and unique idea.

That’s why I think this comparison works so well despite the obvious differences. These vehicles speak to the same car-buying fantasy: an EV as an effective and stylish active-lifestyle tool, not merely a commuter appliance. The Subaru makes that fantasy accessible and familiar, and the Rivian makes it feel aspirational. For many buyers, the Trailseeker will make more sense, but for those chasing the pinnacle expression of what an electric adventure SUV can be, the Rivian R2 is a worthwhile pursuit.

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For the most part, every car that Mercedes-Benz launches, you’re pretty much guaranteed an AMG version down the line. After all, this was a company that turned the R-Class minivan into a tire-shredding people carrier with a 6.2-liter V8. There’s no doubt, then, that even the smallest Mercedes models would get the sporty treatment.

That’s exactly the case for the CLA. Ever since the first generation, it has always come with an AMG version, so it was only a matter of time before the all-new model received a healthy dose of power and torque.

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A Baby AMG GT

While AMG did promise more V8s soon, the hot CLA goes for the electric route. What the company did was effectively turn the compact four-door coupe into a baby AMG GT, benefiting from tech and packaging from the flagship electric performance car.

Dubbed the CLA 45+, it doesn’t pack over 1,000 hp, but it does benefit from the axial-flux motors, which deliver superior power and torque density compared to traditional radial motors. More importantly, it’s lighter and more compact than radial motors, which should help keep the EV’s weight relatively low.

Output? We’re talking about 671 hp and a maximum torque of 1,297 lb-ft from its tri-motor arrangement. For something as small as the CLA, that’s a nearly obscene amount of power. As for battery size, it’s 94 kWh, allowing an estimated range of up to 416 miles under WLTP measurements. 0 to 62 mph is dispatched in 3 seconds, or 2.7 seconds with rollout. As for top speed, it’s governed at 155 mph, but the AMG DYNAMIC PLUS Package raises the limiter to 167 mph.

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Yes, There’s a Wagon, Too

Sticking to tradition, there’s also a wagon version dubbed the Shooting Brake. The electric longroof gets the same insane specs as the four-door. So while the electric C-Class won’t get a more practical version, this battery-powered AMG CLA should make up for that.

Despite the added weight, the claimed figures are still properly rapid. AMG’s spec sheet says it can match the four-door’s acceleration numbers, so sub-3-second 0-to-60-mph runs are possible. Where it does take a hit is in range, down to 398 miles. Sadly, this one has little to no chance of ever crossing the Atlantic.

Other Goodies

Unsurprisingly, engine sounds are piped inside via AMGFORCE S+. That’s on top of seats that rumble to simulate vibrations just to trick the driver into thinking there’s an engine at the front. The car also comes with an active rear spoiler and a system called Predictive Performance Manager. It essentially reads a track’s layout, then constantly regulates how much power to apply based on cornering speed or a long straight.

As for the cabin, there are heaps of AMG touches to remind the driver they’re not in a garden-variety CLA. Deeper bucket seats are also available for good measure. Adaptive suspension is, of course, standard, along with a multitude of drive modes.

The odds of coming to the U.S? Highly likely for the sedan, but we’re not betting on the Shooting Brake being offered stateside.

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The promise of practical performance holds strong appeal and is irresistible to those who’d like more zing in their family cars. That’s where hot wagons come in, and long before fast crossovers and SUVs became the norm, it was the ticket to moving people and luggage as quickly as possible on the road.

While it’s the Europeans who are often credited with the growth of the hot wagon genre, the rest of the world also made several rapid longroofs along the way. Back in the ‘90s, some Japanese automakers decided to stick in some pretty punchy engines in their respective wagons, resulting in a horsepower race that hasn’t been seen before or since.

Throughout that decade, Japan produced some of the best wagons that most of the world had never experienced. Honda, Nissan, Mitsubishi, Subaru, and Toyota each had tourers that could go toe-to-toe with some sports cars, all of which we wish were sold outside Japan. With that, here are five of the coolest JDM cars that could haul more than just luggage. Oh, and you can import all of these to the U.S right now. So instead of the usual popular JDM cars to import, we present to you these awesome alternatives.

Honda Accord Wagon SiR

In this list, the Honda Accord Wagon SiR was perhaps the biggest missed opportunity for America. It’s no secret that fourth- and fifth-gen Accord wagons were made for the global market, but one of the best versions was made in Ohio, only to skip U.S. sales channels and be shipped straight to Japan.

The fifth-gen Accord-based Wagon SiR was built from 1996 to 1997, so its limited production run makes it already a rarity. It used the same 2.2-liter engine as the Prelude, producing 188 hp and 153 lb-ft of torque. While that doesn’t sound like much, it actually produced more power than the 2.7-liter V6 available in American Accords at the time. Unfortunately, it was automatic only, but it was still a brisk wagon, nonetheless. If you decide to bring one over from Japan, you’re simply bringing it back home.

Mitsubishi Legnum VR-4

We briefly discussed the Legnum VR-4 when we discussed some of the best Mitsubishi models of the ’90s. Well, it’s back in another list, simply because it’s the type of car that the Diamond Star brand can only dream about producing these days. There’s that and the fact that North America never got Galant-based station wagons of any kind, making this forbidden fruit even more desirable.

It may surprise some of you that the Legnum VR-4 was built for a relatively long time, from 1996 to 2002. Making this wagon even more interesting was its availability of a manual transmission. Couple that with all-wheel drive and trick diffs from the smaller and more nimble Lancer Evolution, and you effectively had a load-lugging rally car. Oh, and its 2.5-liter twin-turbo V6 was good for 282 hp and 272 lb-ft, so sub-6-second 0 to 60 mph runs were possible. We know, Mitsubishi used to be really cool.

Nissan Stagea 260RS Autech Version

If the Legnum VR-4 was the Evo wagon before the actual Evo Wagon, Nissan’s take on the hot wagon concept was effectively a Skyline GT-R with a cavernous cargo area. Indeed, the first-generation model got goodies from the Skyline, as it shared the same platform as the R33, but the ultimate iteration of the Stagea was the 260RS Autech Version.

Produced from 1997 to 2001, the Stagea 260RS was powered by the very same engine as the R32 and R33 Skyline GT-R – the RB26DETT. The 2.6-liter twin-turbo inline-six mill easily fit under the hood of the wagon, and made 276 hp and 271 lb-ft of torque. Not only that, it came with the same all-wheel-drive system as the contemporary GT-R, and it was exclusively a manual. Just less than 2,000 of these were built over five years, making it even rarer than the Skyline GT-R.

Subaru Legacy GT-B

The second-generation Subaru Legacy may not be the most exciting thing to behold, but its anonymous-looking body was home to Subaru’s first-ever twin-turbo engine. Obviously, it was never offered stateside, as the American version peaked at 165 hp from its 2.5-liter boxer engine.

The Japan-only Legacy GT-B had a smaller engine at just 2.0 liters, but the pair of turbos strapped to it helped it produce 276 hp and 253 lb-ft of torque when fitted with a manual transmission. Sure, it wasn’t the first high-performance wagon from Subaru, but the GT-B kicked things up a notch or two.

Toyota Caldina GT-T

In the world of Toyota JDM cars, the Caldina is perhaps one of the more obscure models. The model it was based on, the Carina, was never sold in North America and was effectively an Avensis Estate, another model that never made it stateside. But its obscurity simply adds to its cool, oddball appeal, especially once you know what it’s packing.

For those who always wanted a Celica GT-Four for the family and the dog, the Caldina GT-T was the one to get. It had the same 2.0-liter turbo from the rally coupe, producing 256 hp and 239 lb-ft of torque. It also came with the same drivetrain as the Celica GT-Four, so it had all-wheel drive and a limited-slip diff in models equipped with a manual. Making this odd duck even more offbeat is the fact that it never really shouted about its performance credentials from the outside.

Final Thoughts

Japan’s affair with performance wagons was relatively brief. By the turn of the millennium, many of these had disappeared. Honda would make a new generation Accord Wagon SiR, and that one lasted until 2002. But of all the nameplates mentioned above, only the Honda remains, and without a wagon version.

The hot Stagea was axed in 2001, and the second generation was nothing like its predecessor. Toyota still tried to make another fast Caldina for the new millennium with the GT-Four, which was produced for about five years, from 2002 to 2007. Three years after Legnum VR-4 production ended in 2002, Mitsubishi revisited the rally wagon concept with the Lancer Evolution IX Wagon in 2005. Production lasted until 2007 and stopped at 2,500 units, closing Mitsubishi’s chapter on performance wagons in the most epic way possible.

So, where does that leave Subaru? Well, it’s the only one in this group that still actively builds sports wagons. The WRX Wagon is still around, effectively inheriting the baton from the turbocharged Legacy wagons from the past. With the way things are going over at Subaru, it seems that the folks from Gumna are determined to keep the spirit of Japanese sport wagons alive for as long as they can. It’s just a shame that it’s not offered in the U.S.

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It wasn’t the first station wagon to wear a set of stilts, but the Subaru Outback made that idea work in terms of wider market acceptance and, more importantly, sales. Introduced in 1994, the formula was simple: take a Legacy wagon, jack up the ride height, add some cladding to make it look more like an SUV, and hey presto, the Outback.

The recipe stayed the same right up until the 2026 model year, when it fully embraced the crossover look. That’s mainly because the Legacy, which it was previously based on, was to be axed at the time, forcing Subaru to take the bold and admittedly risky step into crossover-hood.

A Slow Start

When sales of the redesigned Outback began, they were initially slow, with the first couple of months particularly brutal. March 2026 was painful for the model, reporting a 42.9% drop compared to March 2025’s tally. At the time, the plummeting sales were attributed to the redesign, with some commenters even calling it the wrong move by Subaru.

However, Subaru noted the drop because of a production shift from Indiana to its home base in Gunma, Japan. Quoting the representative Autoblog spoke to back in May, “We shifted Outback assembly from our plant in Indiana to Japan last year. Retooling and bringing a line up to speed generally takes time for any manufacturer. Additionally, the 2026 Outback Wilderness didn’t reach retailers until late January, which historically accounts for roughly 15%-20% of overall Outback sales.”

Bouncing Back

Subaru started turning the tide by April, with sales still down 8.3% month-to-date but not as alarming as the massive 42.9% drop from the month prior. In May, it marked the first time the redesigned Outback saw marginal growth, up by 0.4% month-to-date with a total of 11,258. It’s not much, but progress is progress.

So, how did the two-row crossover fare in June? By the looks of it, it’s proving to be a hit, with sales surging last month. We’re not talking single-digit percentages here, as sales rose to a whopping 32.7%. Had shifted 14,074 Outbacks in June 2026, a leap over June 2025’s tally of 10,608 units. It also surpassed May’s figure by a fairly significant margin. With seemingly strong demand and well-stocked inventories, this might just be the turning point for the redesigned model.

Still Some Work to Do

Things are looking up for the new-gen Outback, and that’s good news for Subaru. After all, it’s one of the brand’s moneymakers, and the success of this model is extremely crucial. While we’re not expecting sales to grow by that much by the end of July, June’s rally is a positive sign. If anything, it further reinforces the brand’s prior statement that the initial slow pickup was due to the new look.

However, the early sales stumble also means the company still has a fair bit of catching up to do. Year-to-date sales are still lower this year, at 62,958 units versus 73,257 in 2025, representing a 14.1% deficit. The following months need to be consistently strong to at least match last year’s total, but at least the gap is getting smaller.

Overall, Subaru had a strong showing in June. All of the key models saw growth last month, with the Forester up by 43.6% and the Ascent up by 18.8%. The Crosstrek saw marginal growth at 0.4%. Even the BRZ saw some improvement at 2.4% up, while the WRX shot up by a massive 252% over the year’s June sales. That said, Solterra and Impreza sales plummeted, but the sales increase of most cars in the lineup meant the brand managed to improve by 18.1%, shrinking the year-to-date deficit to 4.5%.

The rules are simple and slightly unhinged. No cash allowed at the start, no fuel bought at any point, and every mile has to be earned by begging, scrapping, or scavenging oil straight from restaurant grease traps. It’s less a road trip and more a rolling experiment in how far goodwill and deep fryer runoff can take you.

Fast Food Fuel Stops

Their first day sets the tone. McDonald’s says no to the oil request, but a stranger hands them $40 after hearing about the mission, which briefly convinces them they’re rich. A Chinese restaurant dumpster turns out to be the real jackpot, yielding enough grease to filter on the move using a barrel rig strapped to the roof.

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Along the way, they try scrapping metal off the highway shoulder for extra cash, which nets them a grand total of $20 for a hard afternoon’s work, proof that dignity and profitability rarely show up together on this trip. A scratch card gamble briefly makes them feel like millionaires before wiping out what little money they had left, right before the Dasher overheats on a hill, surprise, surprise. 

Running On Empty, Literally

What makes the journey oddly charming is how often strangers step in exactly when things look bleakest, whether it’s free burgers from a sympathetic manager or a jug of grease donated without much explanation. The car itself seems to be held together by stubbornness and duct tape logic. The best part? The diesel Dasher’s reverse gear appears to be functionally optional.

It is chaotic, unglamorous, and occasionally gross, but it captures something genuine about backroad America and the kindness that shows up when you’re visibly out of options. Whether the Dasher actually reaches Florida is besides the point. The fun is in watching it try.

Aistaland isn’t a name most people outside China would recognise. It’s a joint venture between GAC Group and Huawei, the same Huawei that’s been quietly turning the Chinese car industry into something the rest of the world is only just beginning to take seriously. Their first real statement piece is the Aistaland GT7, a low-slung, wide-body electric shooting brake that went on sale in five variants, priced from $31,000 to $48,500.

It looks like someone handed a designer a design brief for the Porsche Taycan and then told them the car had to be affordable. It’s got a raked roofline, wide haunches, the right stance, and isn’t offensively styled. The interesting part, as always with Chinese EVs, is everything underneath.

The Numbers Make You Read Them Twice

The GT7 sits on an 800V platform, stretches 198 inches bumper to bumper on a 118-inch wheelbase, and wears Pirelli P Zeros on wheels up to 21 inches. Start with the single-motor version, and you get 340 hp, a 0-60 mph time of around 5.8 seconds, and a claimed CLTC range of up to 559 miles. Go all the way to the tri-motor flagship, and the numbers become 768 hp, sub-3-second acceleration, and still up to 559 miles of range depending on which battery you pick.

Ultra-fast charging takes the battery from 10 to 80 percent in under 12 minutes. The chassis (tuned by ex-Aston Martin and McLaren engineers) has double-wishbone up front, multi-link at the rear, and Huawei’s digital platform promising millisecond-level responses and 20 percent less body roll. There’s even a Drift mode to prove how serious Aistaland takes driver enjoyment.

Stuttgart, We Have a Problem

A Porsche Taycan Turbo GT starts at $243,700 in the US. It makes 1,019 horsepower and is quite an extraordinary machine. But Aistaland’s top variant makes 768 hp and costs $48,500. The base GT7 at $31,000, with 340 hp and a 559-mile range claim, costs less than a third of the price of a base Taycan, which starts at $105,800. Despite the base model pricing on the GT7, it still packs Huawei’s ADS 5 autonomous driving system, a 21-speaker sound setup, and an 88-inch head-up display.

Will the GT7 ever make it to Western markets? Almost certainly not anytime soon. But that’s almost beside the point. The fact that a car like this exists, at this price, is the message. And it’s a loud one.

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

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

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

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

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

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Silence became the new luxury benchmark that exposed suspension flaws

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

EV ride quality became a system-level coordination problem

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

The EV era turned ride quality into a defining competitive battleground

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

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

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

Why Wind Tunnels Became the Backbone of Automotive Aerodynamics

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

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

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

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Supercomputers Enter the Windstream: The Rise of CFD 

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

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

Why Wind Tunnels Didn’t Disappear

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

The Next Phase: Efficiency, AI, and Virtual Aerodynamics 

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

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

Porsche just pulled the wraps off the 2027 Taycan lineup, tossing in a few tweaks to its electric sports sedan. The headliner, of course, is the new ‘e-shift’ system that fakes gear changes and power delivery – something Hyundai’s Ioniq 5 N fans will recognize right away.

However, the official announcement only listed the standard Taycan sedan variants. Nowhere to be found were the long-roof siblings: the Taycan Sport Turismo and its more outdoorsy twin, the Cross Turismo.

For those who appreciated Porsche’s electric wagons, that omission was notable. Unfortunately, it turns out those concerns were justified. Neither wagon variant will return for the 2027 model year.

Low Demand Seals Their Fate

Porsche later confirmed what many feared: both the Taycan Sport Turismo and Cross Turismo are officially toast in the US, thanks to lackluster sales. That’s straight from the brand’s own communications team, as reported by Kelley Blue Book.

Porsche isn’t spilling the beans on exactly how many Sport Turismos or Cross Turismos found homes, but we do know this: the Taycan lineup is still just a small slice of Porsche’s American pie.

In 2025, Porsche delivered 76,219 vehicles in the US, marking another record year for the brand. The Macan led the charge with 27,139 sales, followed by the Cayenne with 20,314 units. The iconic 911 moved 13,574 examples, while the 718 sports car family accounted for 6,399 sales. Further down the list sat the Panamera with 4,651 units and the Taycan with 4,142 deliveries.

Without a model-by-model breakdown, we’re left guessing how many Taycan wagons actually hit the streets. But with both long-roof versions getting the axe, it’s safe to say they barely moved the needle.

The Slow Death of Porsche Wagons

The vanishing act of the Taycan Sport Turismo and Cross Turismo is nothing new for Porsche fans. Remember when the Panamera Sport Turismo quietly bowed out? Even with extra cargo space and a head-turning shape, the wagon just couldn’t keep up with its sedan sibling.

Now, the same story has caught up with the Taycan wagons. Enthusiasts might rave about wagons blending performance, practicality, and style, but American buyers keep flocking to SUVs and crossovers instead. The Macan and Cayenne racked up over 47,000 sales in the US last year, leaving the entire Taycan lineup in the dust.

So, if you’re a Porsche wagon fan, your options just got even slimmer. With the Panamera Sport Turismo already history and both Taycan wagons now retired, Porsche’s long-roof lineup has all but vanished from American roads. For now, the 2026 model year will be your final chance to get one before heading over to the used car market.

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While Subaru no longer sells a gas-powered wagon in the U.S, those who miss its longroof models can perhaps seek solace in the battery-powered Trailseeker. As the new Outback is more of a crossover these days, the Trailseeker does follow the formula of Subaru’s original tall station wagon.

It’s essentially a rebadged and restyled version of the Toyota bZ Woodland, and it also goes by the name of e-Outback in Europe. It was introduced in mid-2025 for the 2026 model year, and it’s Subaru’s first-ever electric wagon. Both the bZ Woodland and Trailseeker are stretched versions of the bZ and Solterra, respectively.

2026 Subaru Trailseeker Lease Deals for June

Subaru opened up lease deals for the Trailseeker for the first time in April. A few months have passed since then, and the monthly payments are slightly more expensive this June. The sole trim available for lease is the Premium, which costs $445 for 36 months, with $2,595 due at signing.

It’s $0.15 for each mile over the annual mileage limit of 10,000. This offer is valid until June 30, 2026.

2026 Subaru Trailseeker Highlights

The 2026 Subaru Trailseeker is offered in four trims with prices ranging from $39,995 to $46,855. As for the variants, they start with the Premium (base), followed by the Limited, Touring, and Touring Leather. Yes, Subaru felt the need to make the leather-trimmed Touring a separate model.

Standard equipment includes all-wheel drive, as this is a Subaru after all, along with EyeSight advanced driver assists, a 14-inch touchscreen, all-weather package, heated front seats, and power tailgate. The Limited model gets a Harman/Kardon sound system, rear seat heaters, a heated steering wheel, a surround-view monitor, a hands-free tailgate, a 1500-watt power outlet, a digital key, and 20-inch alloys. The Touring then adds a panoramic glass roof, heated and ventilated front seats, leg heaters, and a digital rear-view mirror, while Touring Leather gets, well, leather seats.

Regardless of trim, all Trailseekers get the same powertrain. That’s two motors mated to a 74.7 kWh battery, with a total output of 375 hp and 380 lb-ft of torque. As for range, the base Premium can get up to 281 miles on a single charge, while the rest are rated at 274 miles.

Final Thoughts

Electric station wagons are limited in selection in the U.S as you’re not exactly spoiled for choice. Your only choices are the Porsche Taycan Cross Turismo and the Toyobaru twins. It’s a bit of a niche segment, but there people genuinely interested in these. For the Trailseeker, it’s hugely practical and surprisingly punchy, while its EV packaging means there’s loads of space for both people and cargo. For wagon enthusiasts ready to make the jump into pure electric motoring, the Trailseeker is a good place to start. Oh, and it undercuts its Toyota twin, too.

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