Sonicjam

For years, the performance sedan segment has been dominated by a handful of familiar names. Buyers looking for a fast four-door often gravitate toward the BMW M3, Mercedes-AMG C63, or Cadillac CT4-V Blackwing, while countless online discussions revolve around horsepower wars and Nürburgring lap times. In the process, some genuinely impressive performance cars end up being overlooked.

The car in question is one such vehicle. Sitting between Audi’s mainstream offerings and the fire-breathing RS models, this sportback sedan occupies a sweet spot that many enthusiasts fail to appreciate. It delivers substantial performance, sophisticated all-wheel-drive traction, refined road manners, and premium luxury without the compromises often associated with more hardcore performance machines. What makes it particularly compelling is its ability to perform multiple roles exceptionally well. It can handle a daily commute with comfort and composure, tackle long-distance road trips with ease, and still provide enough dynamic capability to satisfy enthusiastic drivers on a winding back road. That balance is exactly why this understated Audi deserves far more recognition than it currently receives.

Why The Modern Performance Sedan Formula Is Being Forgotten

2017 Alfa Romeo Giulia Quadrifoglio front 3/4 shotCarBuzz

The modern automotive market has shifted dramatically over the past decade. Crossovers and SUVs now dominate sales charts, while electrification is changing the way manufacturers approach performance. As a result, the traditional sports sedan formula is becoming increasingly rare. Historically, the appeal of a performance sedan was simple. Buyers could enjoy sports-car levels of acceleration and handling while retaining four doors, usable rear seats, and everyday practicality. Cars such as the BMW M3 established the benchmark by offering a near-perfect blend of utility and excitement.

Today’s market, however, often prioritizes extremes. Manufacturers compete for attention with ever-higher horsepower figures, increasingly aggressive styling, and specialized track-focused packages. While these vehicles can be thrilling, they frequently sacrifice comfort, refinement, or usability in pursuit of outright performance. This sedan takes a different approach.

2026 Cadillac CT4-V front third quarter viewCadillac

Rather than chasing headlines with outrageous power figures, Audi focuses on creating a car that excels in real-world driving situations and recognizes that most owners spend far more time navigating traffic, commuting, or cruising on highways than attacking race circuits.

This philosophy may seem less exciting on paper, but it results in a vehicle that is arguably more enjoyable to own over the long term.

The decline of the traditional performance sedan formula has also made buyers forget the value of subtlety. Not everyone wants a car covered in aggressive aerodynamic elements, oversized grilles, and attention-grabbing exhaust theatrics. Many enthusiasts prefer a vehicle that flies under the radar while still offering genuine performance capability.

Related

The Audi SQ5 Delivers The Perfect Combination Of Speed And Practicality

Audi’s new-generation hot premium SUV makes for a well-balanced daily.

How The 2026 Audi S5 Balances Everyday Usability With Serious Pace

Front 3/4 shot of 2026 Audi S5 in blue parkedAudi

The heart of the 2026 Audi S5 is a turbocharged 3.0-liter V6 engine that perfectly reflects the car’s dual-purpose nature. Producing 362 horsepower and 406 pound-feet of torque, the powerplant delivers strong acceleration throughout the rev range. Unlike some high-strung performance engines that require constant hard driving to access their capabilities, the S5’s V6 provides effortless thrust from low engine speeds.

The turbocharger helps generate substantial torque early in the rev range, making the car feel responsive during everyday driving. Whether merging onto a highway or overtaking slower traffic, the S5 offers immediate acceleration without requiring multiple downshifts.

Power is sent through a seven-speed dual-clutch automatic transmission that combines rapid gear changes with smooth operation. Dual-clutch gearboxes often receive criticism for low-speed awkwardness, but Audi has refined the system to provide excellent drivability in urban environments while still delivering lightning-fast shifts during spirited driving.

Rear 3/4 shot of 2026 Audi S5 in blue parkedAudi

The S5 can accelerate from 0 to 60 mph in approximately 4.4 seconds, placing it firmly within sports car territory. Yet unlike many vehicles capable of similar acceleration, it remains comfortable and composed during daily use. Part of this versatility comes from Audi’s adaptive drive systems. Drivers can select different modes that alter throttle response, steering weight, transmission behavior, and suspension characteristics. In Comfort mode, the S5 settles into a refined grand-touring personality. Road imperfections are absorbed effectively, engine noise is subdued, and the car becomes an excellent long-distance cruiser.

Switch to Dynamic mode, and the character changes significantly. Throttle response sharpens, gear changes become more aggressive, and the chassis feels noticeably more alert. The ability to transform between these personalities is one of the S5’s greatest strengths. It offers a broader range of capabilities than many competitors, allowing owners to enjoy both comfort and performance without compromise.

Related

The Long-Lasting German Sports Sedan That Rarely Needs Repairs — And It’s Not A BMW Or Mercedes

With features and technology dominating the conversation in 2026, a more simplistic approach to luxury can improve reliability and longevity.

Quattro Confidence And Chassis Precision That Masks Its Performance Edge

Front shot of a 2025 Audi S5 acceleratingAudi

Audi’s reputation has long been linked to its Quattro all-wheel-drive system, and the 2026 Audi S5 demonstrates exactly why that reputation remains justified. The Quattro system continuously monitors available traction and distributes power where it can be used most effectively. This provides significant advantages not only in adverse weather conditions but also during aggressive driving. When accelerating out of corners, the S5 can deploy its substantial torque with remarkable efficiency. Wheelspin is minimized, allowing drivers to use more of the available performance more often.

The result is a car that feels exceptionally secure regardless of road conditions. The S5’s chassis architecture further enhances this confidence. Audi has carefully balanced ride quality with body control, creating a platform that feels composed and predictable. A sophisticated multi-link suspension setup helps maintain tire contact with the road surface while minimizing unwanted body movements. Through fast corners, the S5 remains impressively stable, inspiring confidence even at elevated speeds.

2025 Audi S5 rear shotAudi

Steering precision also plays an important role. While Audi steering systems have occasionally been criticized for lacking feedback compared to some rivals, the latest S5 delivers accurate turn-in and consistent responses. Drivers can place the car precisely on challenging roads, contributing to an overall sense of control. One of the most impressive aspects of the chassis is how effectively it disguises speed.

The combination of excellent body control, low cabin noise, and rock-solid stability means the S5 often feels slower than it actually is. Drivers frequently find themselves traveling significantly faster than expected because the car remains so composed. This trait highlights the engineering sophistication beneath the surface. The S5 does not rely on drama to communicate performance. Instead, it quietly and efficiently covers ground at an astonishing rate. That ability to combine speed with composure is increasingly rare in modern performance cars.

Related

Audi Confirms All-New RS 5 Hybrid Sports Car Is Coming To America This Year

The future of Audi performance has arrived, and it plugs in.

A Refined Interior That Hides Just How Aggressive This Car Can Be When Pushed

2025 Audi S5Audi

Step inside the Audi S5, and the first impression is one of luxury rather than outright performance. Audi has long been recognized as an industry leader in interior design, and the latest S5 continues that tradition. Material quality is exceptional throughout the cabin, with premium leather, aluminum trim, and soft-touch surfaces creating a genuinely upscale environment.

The minimalist dashboard design contributes to a clean and modern aesthetic. Digital displays are integrated seamlessly, while physical controls remain available for key functions, improving usability. Audi’s virtual cockpit system provides a highly configurable digital instrument cluster that can prioritize navigation, performance data, or traditional gauges depending on driver preference. Supportive sport seats strike an excellent balance between comfort and lateral support. They remain comfortable during long highway journeys while providing sufficient bolstering when driving enthusiastically.

2025 Audi S5Audi

Technology integration is another highlight. The infotainment system offers sharp graphics, quick response times, smartphone connectivity, and extensive customization options. Advanced driver assistance features further enhance everyday usability. What makes the interior particularly impressive, however, is the contrast between its luxury-focused atmosphere and the vehicle’s actual performance capability. Unlike some competitors that constantly remind occupants of their sporting intentions through aggressive styling and harsh ride quality, the S5 maintains a sophisticated demeanor. Passengers unfamiliar with the car may assume it is simply a premium luxury sedan.

Then the driver selects Dynamic mode and unleashes the full potential of the turbocharged V6.

Suddenly, the calm executive express reveals a far more aggressive personality. Acceleration becomes forceful, the transmission snaps through gears, and the chassis demonstrates levels of grip that few would expect from such a refined vehicle. This duality is central to the S5’s appeal. It allows owners to enjoy genuine high-performance capability without sacrificing the luxury and comfort expected from a premium Audi.

Underrated And Understated, But The S5 Should Be On Your List

Audi S5 front 3/4 shotAudi USA

The 2026 Audi S5 occupies a unique position in today’s performance car landscape. It may not generate the same excitement as an RS model, nor does it dominate headlines with record-breaking horsepower figures. Instead, it focuses on delivering a complete ownership experience that balances speed, comfort, technology, practicality, and refinement. For many buyers, that balance ultimately matters more than outright performance statistics. The turbocharged V6 provides strong acceleration, the Quattro system delivers year-round confidence, and the sophisticated chassis ensures enjoyable handling without compromising ride quality. Inside, the cabin rivals vehicles from significantly higher price brackets in terms of material quality and technology.

2025 Audi S5Audi

Perhaps most importantly, the S5 remains approachable. It is fast enough to satisfy enthusiasts yet civilized enough for everyday use. It feels special without becoming exhausting. It offers luxury without sacrificing engagement. These qualities may not generate viral social media content, but they create a vehicle that owners genuinely enjoy living with day after day.

In a market increasingly obsessed with extremes, the Audi S5 represents something refreshingly sensible. It demonstrates that a performance car does not need outrageous power, aggressive styling, or track-focused compromises to be rewarding. For buyers seeking a modern sports sedan that excels in nearly every category, the 2026 Audi S5 deserves considerably more attention than it receives. It may be one of the most overlooked performance cars on sale today, and that might just be its greatest strength.

Sources: Audi U.S.

Cheap, fun, and reliable are often words bandied about to describe Japanese sports cars. As they say, there’s no smoke without fire. But, out of all the Toyota, Subaru, Honda, Mazda, and Nissan sports cars on the new and used market, we think there is a timeless classic that brings fun, reliability, cheap running costs, and cheap used prices better than all of them.

This JDM sports car has been in the U.S.A. since the end of the 20th century and, ever since, has been the go-to Japanese sports car for low-cost driving mixed with a heck of a lot of fun. It has got many gearheads into driving and sports cars, and throughout its multiple generations, it has stuck to its core principles: weight balance, usable power, and affordable thrills.

There’s No Doubt, All Mazda MX-5 Miata Models Are Fun To Drive

If you are looking for a sports car but don’t have tens or hundreds of thousands of dollars to break into the market or keep a high-powered sports car running, there is little doubt that the Mazda MX-5 Miata is the go-to. Debuting in 1990 to plug the gap caused by the demise of the Triumph Spitfire and the OG Fiat Spider, and to rival the more expensive European sports car market, the MX-5 has seen four lightweight, fun-to-drive, and iconic generations.

• 1990–1997 Mazda MX-5 Miata. First Generation (NA).
• 1998–2005 Mazda MX-5 Miata. Second Generation (NB).
• 2005–2015 Mazda MX-5 Miata. Third Generation (NC).
• 2016–Present Mazda MX-5 Miata. Fourth Generation (ND).

All generations, though they differ greatly, are low to the ground, boast a long nose and short deck, are near-perfect for weight distribution, and have relatively small, easy-to-care-for engines that make driving one very fun and rewarding. There isn’t much more you could ask of an iconic roadster.

Engine Options For 1990–Present U.S. Market Mazda MX-5 Miatas

2024 Mazda MX-5 EngineWilliam Clavey | TopSpeed

Looking to buy an MX-5 is not looking to buy a powerful sports car; that is not its purpose. The point of buying an MX-5 is the balanced, easy-to-pin power that makes them real fun to use. Over the years, the MX-5 has exclusively been powered by front-mounted DOHC inline-four engines. Of course, though, horsepower and torque have crept up over the years to keep the MX-5 competitive up against models like the MR2, Z3, and Z4, but you won’t find a factory-installed mill good for over 197 horsepower.

First-Gen Mazda MX-5 Engines

1990–1993

1994–1995

1996–1997

Engine

1.6-Liter B6-ZE Inline-Four

1.8-Liter BP-ZE Inline-Four

2.0-Liter BP-ZE Inline-Four

Horsepower

116 Horsepower

128 Horsepower

133 Horsepower

Torque

100 LB-FT

110 LB-FT

114 LB-FT

0–60 MPH

8 Seconds – 9 Seconds

8 Seconds

7.6–7.8 Seconds

Then we have the second-gen models, which again get an increase in horsepower, and near the start of the second-gen (in 2001), the introduction of VVT, which gives the 1.8-liter engines a bit more mid-range torque.

Bring a Trailer

Second-Gen Mazda MX-5 Engines

1998–2000

2001

2002–2005

Engine

1.8-Liter BP Inline-Four

1.8-Liter BP Inline-Four

1.8-Liter BP Inline-Four

Horsepower

140 Horsepower

142 Horsepower

142 Horsepower

Torque

119 LB-FT

123 LB-FT

125 LB-FT

0–60 MPH

7.6 Seconds – 7.9 Seconds

7.7 Seconds

7.2–7.5 Seconds

When the NC-gen MX-5 was released in 2005, Mazda changed the way the engine behaves compared to the first two generations. It was a turning point for the iconic JDM sports car. Mazda went from the iron block and aluminum head design of the early designs (which were rooted in 1980’s Mazda/Ford designs), to a lighter-weight aluminum block and head design. Plus, of course, a larger displacement, more horsepower, and more torque.

Third-Gen Mazda MX-5 Engines

2006–2008

2009–2012

2013–2015

Engine

2.0-Liter MZR Inline-Four

2.0-Liter MZR Inline-Four

2.0-Liter MZR Inline-Four

Horsepower

170 Horsepower

167 Horsepower

167 Horsepower

Torque

140 LB-FT

140 LB-FT

140 LB-FT

0–60 MPH

6.5 Seconds – 6.7 Seconds

6.6 Seconds

6.5 Seconds

Now we have the most modern iterations of the Mazda MX-5 with the most modern engines. The engines now boast lighter internals and higher compression ratios, and while horsepower output may not be as high at the start of the fourth gen, the emissions are more in check, and sprint times have not been affected.

2026 Mazda MX-5 Miata Making A TurnMazda

Fourth-Gen Mazda MX-5 Engines

2016–2018

2019–Present

Engine

2.0-Liter Skyactive-G Inline-Four

2.0-Liter Skyactiv-G Inline-Four (revised)

Horsepower

155 Horsepower

181 Horsepower

Torque

148 LB-FT

151 LB-FT

0–60 MPH

6.5 Seconds

5.5 Seconds – 5.7 Seconds

The Setup That Makes The MX-5 A Timeless Sports Car To Drive

Front 3/4 shot of 2025 Mazda MX-5 35th AnniversaryMazda

Yes, the Mazda MX-5 has changed face, and different materials have been used over the last 36 years, but at heart, the MX-5 has remained a lightweight, rear-wheel-drive, two-seater, well-balanced, front-engine-mounted sports car. This is what makes it such a fun sports car to own; the engine power isn’t too much, so you get sent off in a corner, and you can keep control of it with your foot down.

2006 Mazda Miata – Gray – front view – driving on coastal roadMazda

Weight has always been kept down, and while the MX-5 has grown larger and heavier over the generations, it is still well-balanced and boasts near 50:50 weight distribution. The first-gen MX-5 models boasting a 1.6-liter engine tip the scales at 2,116 pounds, while the 1.8-liter models only weigh in at 2,299 pounds; both measure in at 155.5 inches by 65.9 inches, and both sit just 4.6 inches above the ground.

Mazda MX-5 Dimensions

Second-Generation MX-5

Third-Generation MX-5

Fourth-Generation MX-5

Length

156.6 Inches

157.5 Inches

154.1 Inches

Width

66.1 Inches

67.7 Inches

68.3 Inches

Ground Clearance

5.4 Inches

5.4 Inches

5.5 Inches

Curb Weight

2,205 LBS – 2,348 LBS

2,450 LBS – 2,579 LBS

2,366 LBS – 2,635 LBS

Then we have the steering and suspension setups; direct is the most apt word for it. The first-gen models boast hydraulic power rack-and-pinion steering, a rigid chassis, a double wishbone suspension, and tuned coilover suspension. In essence, old-school performance configurations done right. The second-gen models follow the same configuration but boast a stiffer chassis, a more refined suspension setup, a more aggressive hydraulic steering setup, and heftier sway bars.

As for me, driving the MX-5 always feels like a therapy session. It’s that escape I need after a stressful week at work, an argument with my spouse, or the sometimes energy-draining responsibility of being a parent. It’s the sort of carefree experience that has me quickly forgetting my problems, simply enjoying life at its fullest.

– William Clavey for TopSpeed

Once again, the NC generation boasts a rear-wheel drive setup, double wishbone front suspension, a multi-link rear rig, thick 23 mm sway bars, and an ever stiffer chassis to ensure you can use what the engine can give at full tilt in the corners. The most recent generation has the bones of the three previous generations, but it also comes equipped with electric power-assisted steering instead of hydraulically powered. From 2022 onward, Kinematic Posture Control is available, which applies some braking at higher Gs to keep things stable, and sharper body features help to cut through the air.

Front 3/4 action shot of 2025 Mazda MX-5 MiataMazda

However, there is one thing that hasn’t been mentioned yet: manual transmission. Every generation of the Mazda MX-5 Miata is available with a manual transmission. Brands like Mercedes dropped the manual box back in 2015; Audi doesn’t offer a manual anymore, and even Aston Martin has dropped it, but Mazda has ensured that purists who want to feel the gear shift and throw a stick into gear still can.

2024 Mazda MX-5 Manual TransmissionWilliam Clavey | TopSpeed

The first-gen models come equipped with a short-throw five-speed stick; the second-gen get a five-speed or a six-speed box in special editions; the third-gen models come equipped with either a five or six-speed manual, and even the latest models, in a world of disappearing manual transmissions, come equipped with a six-speed SKYACTIV-MT manual setup. Mazda knows what sports car drivers want, and the MX-5 delivers.

Related

10 Cost-Effective But Often Over-Looked Alternatives To The Mazda MX-5 Miata

The Mazda Miata is an iconic sports car that blends performance and affordability perfectly, but it’s not the only model that should be on your list.

The Mazda MX-5 Is Reliable, But Not All Are Created Equal

Front 3/4 shot of 2010 Mazda MX-5 MiataMazda

So, if you are looking for a sports car with three pedals, usable power, pinpoint weight distribution, direct feedback behind the wheel, a cutesy-yet-sporty look, and stiff springs, then most models of the Mazda MX-5 Miata are worth a go with. Of course, the older models feel a little more hands-on compared to the newer ones, but they are all set up to be driven. But how about reliability? Sports cars don’t always have the best relationship with dependability. Are Mazda MX-5s actually reliable?

2024 Mazda MX-5 WheelsWilliam Clavey | TopSpeed

On the whole, yes. They are. According to RepairPal, the whole MX-5 model line gets a 4 out of 5 reliability rating. RepairPal says that, on average, MX-5 owners have to bring their models into the garage 0.3 times a year for unscheduled maintenance, which is lower than the market average of 0.4 times a year. They have also said that with the high reliability rating of the whole model line, the MX-5 is the eighth most reliable subcompact car they monitor; so, for something that is fun in the twisties, there isn’t much better.

The Most Reliable Mazda MX-5 Generations

Front 3/4 shot of 2000 Mazda MX-5 Miata (NB) in greenBring A Trailer

In terms of being the simplest and being simply the most bulletproof, it has to be the first-gen models. The engines utilized aren’t too powerful, and there are minimal electronics in the cabin to hamper your driving. While more people either praise or complain about reliability online more today than they would have in the 1990s, the NA-gen MX-5 has still received a lot of reviews on Kelley Blue Book. There are 199 reviews of the 1992 MY, and out of them, 98 percent of owners would recommend buying one, and have given it a reliability rating of 4.9 out of 5.

1990 Mazda MX-5 Miata NA, front 3/4Mazda

Another generation that can be considered as one of the most bulletproof is the NB generation (98–05). On KBB, models like the 2004 MY have received 319 owner reviews and have still garnered a reliability rating of 4.9 out of 5, with 98 percent of owners again recommending it. Again, there is a lack of complex electronics anywhere; they are simple and well-built, and the engines utilized are non-interference engines. So, if there is a timing belt snap, there is likely to be a catastrophic failure. Some owners have claimed to have put over 200,000 miles on their NB-gen MX-5s, and they are still going strong.

The Least Reliable Mazda MX-5 Generations

Front 3/4 action shot of 2006-2008 Mazda MX-5 MiataMazda

When we say ‘least reliable MX-5,’ it is relative. All model years have gained a very strong reputation for dependability. However, there are some niggles in both the NC and ND generation models that make them slightly less reliable. For example, the retractable roof mechanism used for some of the roadsters is prone to failure. No generation before had this electronic feature, so it couldn’t go wrong. Also, the plastic coolant tank is renowned for over-expanding and cracking, which, of course, is not good news at any time of day. Despite this, even models like the 2010 MX-5 get a 4.9 out of 5 reliability rating on KBB. There is just a bit more to go wrong.

High angle front 3/4 shot of 2017 Mazda MX-5 Miata in red driving on highwayMazda

The same can be said about the most recent models. The engines are still renowned for being solid, but the 2016 and 2017 MYs were prone to a weak manual transmission; in particular, some owners have reported total transmission failure, while the automatic transmission models were recalled for a faulty bracket in the transmission tunnel.

2015 Mazda Miata rear 3/4 shotMazda

Also, because there are more electronics in the cabin (infotainment system, air conditioning, etc.), there have been reports of lots of rattling behind the plastics and glitches in some of the infotainment systems. However, once again, the MX-5 is reliable, and models like the 2024 Mazda MX-5 get a reliability score of 4.8 out of 5 from 72 reviews on KBB.

Related

The Convertible Sports Car That Nails The Balance Between Fun And Affordability

This convertible sports car delivers pure driving joy with perfect balance of performance and price.

How Much It Costs To Own An MX-5: Cheap Ownership Costs For The Iconic JDM Model

Front action shot of Mazda MX-5 MiataMazda

Owning a sports car doesn’t have to be an expensive hobby, and that is the real beauty of the Mazda MX-5. According to Classic.com, you can buy a first-gen MX-5 for the average auction price of $11,790. The second-gen MX-5 only has an average auction price of $12,758; the NC-gen models have an average auction price of $15,787, and the newest generation will cost you between $13,600 for the entry-level 2015 MY to $35,700 for the top-tier 2026 Mazda MX-5 Grand Touring. That’s not where it ends, either; they are relatively cheap to run as well.

Mazda MX-5 Fuel Costs

Rear 3/4 shot of 2024 Mazda MX-5 MiataMazda

The MX-5 isn’t what you would call the most fuel-efficient car on the market, but for a sports car that is cheap to buy and is a lot of fun, it is really not too bad. The 1990 MX-5, boasting the 1.6-liter engine, can muster a combined mpg rating of 24 mpg, costing you just $1,850 a year for gas. The 1995 1.8-liter-equipped model does predictably worse, but can still return 23 combined mpg, costing you $1,900 a year for gas.

Drivers side aerial view of a 1990 Mazda Miata ConvertibleMecum

The most fuel-efficient early MY from the NB generation is the 1999 model featuring the five-speed manual box, which can return 24 combined mpg, costing you $1,850 a year for gas. The 2005 MY (NC-gen) boasting a five-speed manual does slightly worse, at 23 combined mpg, but you have to run it on premium gas, so it will cost you around $2,550 a year to fill up.

Front 3/4 view of the 2023 Mazda MX-5 MiataIsaac Atienza | TopSpeed

The new engine for the ND-gen MX-5s looks to have paid off in more ways than one. According to FuelEconomy.gov, the 2016 Mazda MX-5, boasting a six-speed manual, can achieve 30 combined mpg, and will cost you $1,950 a year for gas. Even the 2025 model (the most recent that FuelEconomy.gov has), boasting a manual box, can return 29 combined mpg, and will cost you $2,000 a year for gas.

Mazda MX-5 Maintenance And Ownership Costs

Front 3/4 shot of Blue 2009 Mazda MX-5 Miata.Bring A Trailer

Another big aspect of owning a sports car that likes to take its share of your income is maintenance, but alongside high reliability ratings, the MX-5 also has low maintenance and parts costs. The ideal combination. According to RepairPal, the average annual maintenance bill for a Mazda MX-5 is just $429. That makes it a long way cheaper than the average maintenance cost for the rest of the market of $659. Echoing this, iSeeCars has given the MX-5 a reliability rating of 8.9 out of 10, and votes it the best sports car you can buy at the moment (largely based on costs and the high reliability rating).

A rear 3/4 shot of a Red 2001 NB Mazda Miata.Bring A Trailer

CarEdge also says that, if you buy a new MX-5 Miata, it will only cost you $41,918 to own over five years. This includes a 35-percent value depreciation, just shy of $10,000 for insurance, $9,200 for gas, $5,800 on interest, and $2,500 for maintenance. Compared to something like the BMW Z4, which will cost you $68,331 over the same time, the MX-5 looks like an economy car.

Related

America’s Least Driven Car Is One Of The Best To Drive

It’s ideal for canyon carving. But poorly suited to just about everything else.

The MX-5 Is Famously Fun And Cheap, But Should You Buy One?

A 3/4 profile shot of a yellow Mazda MX-5 Miata NA parked in front of buildingMazda

No, you shouldn’t. You shouldn’t buy a Mazda MX-5 Miata if you are looking for face-melting sprint times, though you can strap a turbo to a good number of models to improve things. No, you shouldn’t buy an MX-5 if you are looking to carry a load in the trunk, and no, an MX-5 isn’t for you if you want oodles of fancy racing tech.

A front 3/4 shot of a 2016 Mazda MX-5 MiataTopSpeed

However, the Mazda MX-5 Miata is a timeless sports car which we can’t see going out of fashion any time soon, new or used. If you want honest feedback from the steering wheel and rail-like handling, then yes, the MX-5 is something you should buy. If you want generally hassle-free driving and low costs, then it is also for you. New and used prices are very low across the board; there is a huge amount of scope to boost things; parts are easy to find, and they are instantly recognizable on the road.

It’s obvious when sitting inside a Mazda MX-5 Miata that this car exists for a single purpose: driving. If you’re complaining because you don’t fit inside it or because it won’t allow you to stuff a family’s worth of groceries in its trunk, then you’re missing the point. If the Miata has survived this long, it’s precisely because Mazda hasn’t tried to please everyone. Instead, it has stayed true to its promise of delivering a simple, reliable, lightweight roadster that brings a smile to its driver’s face.

– William Clavey for TopSpeed

Yes, it isn’t worth a fortune, it doesn’t have all the bells and whistles, and it won’t set any speed records, but what the Mazda MX-5 Miata has done over 36 years is stay true to hands-on driving. Driving is meant to be fun, not just slogging it through traffic, and this is the reliable and cheap Japanese sports car that can offer it.

Sources: iSeeCars, Mazda, J.D. Power, RepairPal, Kelley Blue Book, Classic.com, and CarEdge.

Cross-shopping a new 2026 Honda Civic Type R against a used BMW M2 should be straightforward: one is a front-wheel-drive hatchback, the other is a rear-wheel-drive premium sports coupe. But the buyers doing this comparison are rarely naive. They’ve run the numbers, they know what both cars weigh, and they understand that horsepower figures don’t exist in a vacuum.

The FL5 Civic Type R arrives at dealerships carrying an MSRP of $46,895 for the 2026 model year, and used G87 M2s, the current generation launched for 2023, are listing in overlapping territory on Edmunds and KBB, with average asking prices for 2023 and 2024 examples ranging from roughly $51,000 to $63,000. At that price delta, the BMW’s rear-wheel-drive pedigree and S58 twin-turbo inline-six start to look compelling. But the sticker price is only where the conversation starts. Insurance premiums, maintenance schedules, depreciation trajectories, and the quieter business of everyday ownership quickly reshape the equation, and they reshape it decisively in favor of the Honda. What follows is why the Type R doesn’t just hold its own against the M2, but why, for a certain kind of buyer, it makes the used German irrelevant before the first test drive.

When A New Honda Civic Type R Costs The Same As A Used BMW M2

2025 Honda Civic Type R front 3/4 shotGuillaume Fournier | TopSpeed

Let’s set the market up clearly. The 2026 Honda Civic Type R carries an MSRP of $46,895, with Honda’s $1,150 destination charge pushing the out-of-pocket figure to just over $48,000. It is a single-trim car: no options packages to inflate the transaction price, no detuned entry version to muddy comparisons. You get 315 horsepower and 310 pound-feet of torque from the K20C1 2.0-liter turbocharged four-cylinder, a six-speed manual transmission, a mechanical limited-slip differential, Brembo four-piston front calipers, Michelin Pilot Sport 4S tires, and adaptive dampers.

A red BMW M2 drifting on a trackBMW

Against it, a used 2023 BMW M2 in good condition currently lists at a KBB private-party value of approximately $51,200, while 2024 examples are averaging around $60,000 to $63,000 on Edmunds, depending on specification and mileage. The early G87 M2 brings 453 horsepower from its twin-turbocharged 3.0-liter S58 inline-six, rear-wheel drive, and a choice of six-speed manual or eight-speed automatic. On a purely performance-specification basis, the M2 wins by a wider margin than many buyers expect. 453 horsepower versus 315 horsepower is not a rounding error. The M2 covers the quarter-mile meaningfully quicker and its power advantage on track is real.

So why does the comparison happen at all? Because performance buyers who have owned premium German machinery before tend to arrive at the cross-shop already knowing what the M2 costs to live with. The conversation shifts from spec sheet to spreadsheet, and that’s where the Type R quietly takes control.

Related

14 Affordable Alternatives To The Porsche 911 In 2026

These sports cars prove that you can still find the magic and thrill of a proper sports car for less than the price of a Porsche 911.

The Real Difference Is That Type R Buyers Want Performance Without The Ownership Anxiety

Front 3/4 action shot of 2026 Honda Civic Type R in red being driven on roadHonda

Insurance is where the gap between these two cars becomes immediately tangible. According to Kelley Blue Book’s cost-to-own data (as of mid-2026), the 2025 BMW M2 costs approximately $24,590 per year to insure, or around $2,049 per month. Over five years, that single line item reaches $122,950 before a single oil change or fuel stop.

The 2025 Honda Civic Type R, by contrast, carries an estimated annual insurance cost of $18,595, or roughly $1,549 per month, according to KBB’s cost-to-own modeling. That’s a difference of just under $6,000 per year. Over a five-year ownership period, the gap reaches approximately $30,000 in insurance costs alone.

The Reasons Are Structural, Not Incidental

2024 BMW M2 side shotLyndon Conrad Bell | TopSpeed

The M2’s S58 engine produces 453 horsepower and is rear-wheel-drive, a combination that statistically produces more high-severity incidents in actuarial models. It is also a premium-brand vehicle, meaning parts and repair costs following any incident are higher. The Type R’s K20C1 is a 315 horsepower unit in a front-wheel-drive platform from a brand with a historically conservative loss profile in the compact performance segment. Insurers price that difference aggressively.

For the buyer running a monthly budget, this isn’t an abstract point. At the M2’s insurance rate, a buyer spending $47,000 on the Type R is effectively paying $6,000 more per year to own the M2 before they’ve so much as scheduled their first service interval. That kind of money buys tires, track days, or a meaningful chunk of a performance upgrade budget.

Related

The Daily Driver With Japanese Reliability And Porsche-Level Driving Feel

Discover how the Toyota GR86 delivers a Porsche-like drive at an affordable price—blending reliability with everyday thrills.

Front-Wheel Drive Precision And Everyday Practicality

Side action shot of 2025 Honda Civic Type R in redHonda

The Honda Civic Type R’s front-wheel-drive layout is frequently cited as its limiting factor by M2 advocates, and in pure rear-end rotation terms, they’re not wrong. But the FL5’s engineering achievements in the FWD space are not trivial and deserve to be named specifically. Honda’s dual-axis strut front suspension, unique to the Type R, eliminates the torque steer that plagued earlier high-power front-wheel-drive cars by mechanically decoupling the steering axis from the drivetrain load. The result is a car that puts 315 horsepower and 310 pound-feet through its front wheels without the nervous straight-line behavior that historically defined the segment’s weakness.

Base Trim Engine

2L inline-4 Turbo

Base Trim Transmission

6-speed manual

Base Trim Drivetrain

Front-Wheel Drive

Base Trim Horsepower

315 HP @6500 RPM

Base Trim Torque

310 lb.-ft. @ 2600 RPM

Base Trim Fuel Economy (city/highway/combined)

22/28/24 MPG

Make

Honda

Model

Civic Type R

Segment

Compact Hatchback

The FL5 also holds the outright front-wheel-drive production car lap record at the Nürburgring Nordschleife, recorded at 7:44.881 in 2023. That record means more than bragging rights: it confirms that the chassis, braking system, and mechanical LSD are tuned to a level of front-wheel-drive performance that has no direct peer.​​​​​​​

The Type R’s Hatchback Body Adds Utility The M2 Coupe Cannot Match

The rear seats are genuinely usable, and the rear cargo area, accessed through a proper lift-up hatch, accommodates carry-on luggage, weekly grocery runs, and track-day gear without compromise. The M2 is tighter in the rear, built more explicitly as a driving tool with a back seat that functions primarily as a courtesy shelf.

This matters to the buyer profile cross-shopping these cars. The Type R’s target buyer typically drives it daily, uses it as a sole vehicle, and wants the performance experience without needing to park a second car in the garage for everyday duties. On that basis, the M2’s rear-wheel-drive engagement, genuinely rewarding in the right conditions, doesn’t offset a narrower interior, more compromised cargo access, and a stiffer ride that owners consistently note as its most intrusive daily characteristic.​​​​​​​

Related

10 German SUVs With The Lowest Maintenance Costs In 2025

German SUVs aren’t renowned for being cheap to maintain, but these 10 German SUVs have the lowest maintenance costs out of all of the 2025 models.

Why Long-Term Reliability And Lower Running Costs Matter More Than Rear-Wheel-Drive Thrills

2025 Honda Civic Type R rear 3/4 shotGuillaume Fournier | TopSpeed

Scheduled maintenance for the 2025 BMW M2 averages approximately $902 per year according to KBB’s cost-to-own data, with five-year total maintenance costs estimated at $4,513. The 2025 Civic Type R runs about $1,275 annually by the same metric, for a five-year total of roughly $6,379. On scheduled maintenance alone, the M2 appears marginally cheaper.

Scheduled Maintenance Is Only Part Of The Story

2025 BMW M2BMW USA

CarEdge’s five-year total cost-of-ownership model for the BMW M2 puts the aggregate ownership cost at $78,213, a figure that encompasses depreciation, insurance, fuel, financing, and maintenance. KBB’s depreciation data for the 2025 M2 projects a five-year loss of approximately $28,796, averaging $5,759 per year. For context, that’s depreciation alone eating roughly 40 percent of the M2’s original purchase price over five years.

The Civic Type R’s depreciation story is more complex, and it is worth stating plainly: the FL5 does not depreciate cleanly in the traditional sense. KBB projects a five-year depreciation of around $18,620 for the 2025 model, averaging $3,724 annually, meaningfully lower than the M2’s curve. But the used market tells a more interesting story. According to CarGurus, the average price for a used FL5 Civic Type R was sitting at approximately $41,388 at time of research, with 2024 and 2025 examples selling for $45,629 and $48,943 respectively. Low-mileage examples have been reported as selling at or above their original MSRP.​​​​​​​

Front 3/4 action shot of 2025 Honda Civic Type R in white driving on roadHonda

This is partly an artifact of the FL5’s allocation-constrained launch (2022–2023 examples sold above sticker during high-demand periods), and partly a product of the car’s rising new price floor: the 2026 model costs $1,000 more than the 2025, which was $800 more than the 2024. Rising new prices support used values. The manual-only spec also constrains supply, since a meaningful segment of the market will not engage with a clutch pedal. What this means in practice is that the Type R’s depreciation advantage over the M2 is real, but it is not as dramatic as a simple MSRP-to-residual comparison might suggest. Buyers should verify current private-party values via KBB or Edmunds before assuming a steep depreciation advantage.

The Long-Term Reliability Case Becomes Clearest Is In The Engine Itself

2025 Honda Civic Type R EngineHonda

The K20C1 at the heart of the FL5 is the latest evolution of Honda’s K-series platform, a family with over two decades of production history and one of the most thoroughly validated reliability records in the compact performance segment. According to NHTSA data, the K20C1-powered Type R logged only eight complaints across two model years, placing it in the cleanest reliability tier within the Civic lineup. Unscheduled repair costs and the anxiety of out-of-warranty premium-brand service visits are a meaningful part of used M2 ownership that rarely appears on the spec sheet but reliably appears on the credit card statement.​​​​​​​

The Civic Type R Delivers The Complete Performance-Car Experience Without The Premium-Car Compromises

Profile shot of 2024 Honda Civic Type RChase Bierenkoven | TopSpeed

Stack the numbers honestly and the picture that emerges is not that the Type R is a budget compromise that happens to be quick. It’s that the Type R is a comprehensively engineered performance car that also happens to be rational to own, and in the used-versus-new comparison with the M2, rationality turns out to be a genuine ownership advantage.

The BMW M2 G87 is an excellent machine. Its S58-derived engine is muscular and aurally satisfying in a way that Honda’s K20C1, for all its precision, does not quite match. Rear-wheel-drive balance, the ability to rotate the car on throttle, and the associated engagement ceiling are all real advantages in the right conditions and for the right driver. No honest assessment of these two cars should pretend otherwise.

2025 Honda Civic Type R front cabin showing dashboard and front seatsGuillaume Fournier | TopSpeed

But the buyer being asked to spend $47,000 on a new Type R or $55,000 to $63,000 on a used G87 M2 faces a specific question: which car represents the better total ownership experience for someone who will drive it daily, insure it annually, and live with its quirks and costs for the next several years? On that question, the one that actually gets answered every morning when the key turns, the Type R makes a case that is hard to argue with. Approximately $6,000 less per year in insurance premiums. A depreciation curve that has proven more resistant to erosion than the M2’s. A factory warranty that covers the car from day one, versus the used-car uncertainty of a post-warranty M2 with an S58 under the hood.

The Nürburgring lap record, the Brembo brakes, the mechanical LSD, and the six-speed manual with rev-matching are not consolation prizes for buyers who could not stretch to the M2. They are the headline specification of a car engineered without compromise to a different set of priorities: performance without penalty, engagement without anxiety, and a total cost of ownership that leaves room in the budget to actually enjoy the machine. That’s the real reason Type R buyers skip the used M2. They’ve done the math.

Sources: Honda U.S., KBB & CarEdge

JR Hildebrand drove the 2026 Chevrolet Corvette ZR1X to the summit of Pikes Peak on June 26, setting a new production car record at the 12.42-mile hill climb with a time of 9 minutes and 30.1 seconds. The run erased the previous production-car benchmark by 23 seconds—a margin that, at a course where tenths matter, borders on dominant.

The result cements the ZR1X’s status as the fastest production vehicle ever to complete the Pikes Peak International Hill Climb, and it arrives on the heels of Car and Driver clocking the car to 60 mph in just 1.8 seconds—the quickest they have ever tested. For the mid-engine Corvette platform, this is the kind of real-world validation that no spec sheet can manufacture.

A 1,250-HP Hybrid Platform Built For Exactly This Moment

Top view of 2026 Chevrolet Corvette ZR1X at the trackChevrolet

The ZR1X is the most powerful production Corvette ever built, rated at 1,250 horsepower through a hybrid all-wheel-drive system that pairs a twin-turbocharged V8 with electric motor assistance. That combination gives it instant torque at any elevation—a meaningful advantage on a course that starts at 9,390 feet and finishes above 14,000, where naturally aspirated engines lose significant power as the air thins.

For the Pikes Peak attempt, Chevrolet equipped the ZR1X with aerodynamic and suspension tuning calibrated specifically for the mountain’s mix of tight hairpins, blind crests, and long open straights. The previous production-car record stood at 9 minutes and 53 seconds, a target the ZR1X team had publicly identified before the event. Beating it by 23 seconds—not 2 or 3—suggests the car had headroom to spare.

JR Hildebrand: The Right Driver For A Technical Mountain

2026 Chevrolet Corvette ZR1X RevealChevrolet

Hildebrand is an IndyCar veteran with the kind of car-control precision that a course like Pikes Peak demands. The hill climb is not a circuit—there are no second laps to refine a line, no pit wall radio calls mid-run to adjust strategy. Drivers must commit to setup choices made in practice and execute cleanly across 156 turns in a single timed attempt.

Hildebrand has competed at Pikes Peak previously, giving him familiarity with how the course’s character shifts as altitude increases and grip levels change. Pairing that experience with a car producing 1,250 hp and all-wheel-drive traction made for a combination that proved difficult for any existing production-car record to withstand.

Related

Chevy Corvette ZR1 Sets Five Production Car Lap Records

It achieved success at Watkins Glen, Road America, Road Atlanta, and two layouts of Virginia International Raceway.

What The Record Means For The Mid-Engine Corvette

2026 Chevrolet Corvette ZR1X front shotChevrolet

The C8 generation Corvette moved the engine behind the driver for the first time in the nameplate’s history, a decision that was commercially successful but still carried skepticism in some corners of the enthusiast community. Track records are one of the few currencies that settle those debates conclusively.

The ZR1X’s Pikes Peak time joins a growing body of evidence—the Car and Driver 0–60 benchmark and the production car record at the hill climb—that the mid-engine architecture is not just a styling or packaging choice but a genuine performance foundation. It is also worth noting that, per Carscoops, Ford’s Super Mustang Mach-E claimed the overall event win, meaning the production-car record and the outright win went to different manufacturers on the same day. For Chevrolet, the production-class crown was the specific target, and they got it cleanly.

With a 23-second margin over the previous record and a 1.8-second 0–60 time already in the books, the ZR1X is building a performance résumé that is hard to argue with. Pikes Peak has a way of separating genuine capability from marketing claims—and today, the ZR1X made its case at 14,115 feet.

Sources: Motor1, Carscoops, Road & Track, Car & Driver

Not long ago, luxury sedans occupied a world of their own. They offered a level of comfort, technology, refinement, and prestige that mainstream cars simply couldn’t match. But the automotive landscape has changed dramatically. Today’s best mainstream sedans feature premium materials, advanced safety systems, sophisticated hybrid powertrains, and impressively quiet cabins, often at a fraction of the cost of their luxury-brand counterparts.

As a result, more buyers are discovering that they no longer need a premium badge to enjoy a premium experience. In fact, some of the most compelling sedans on the market now blur the line so effectively that distinguishing them from traditional luxury cars has become increasingly difficult.

Why Buyers Are Quietly Moving Away From Traditional Luxury Sedans

2026 Toyota Crown Digital Gauge ClusterToyota

Mainstream used to mean something was left out, but that’s no longer the case. Drivers are no longer required to choose a luxury badge to access features that enhance their comfort, such as heated and ventilated seats, large digital displays, premium audio systems, and advanced driver-assist technology. These items are being packaged into mainstream sedans, especially at higher trim levels.

The same brands that used to offer bargain-basement vehicles now emphasize ride quality, cabin quietness, and interior materials to ensure a better experience than ever. This means the gap between high-end mainstream sedans and entry-level luxury cars is much smaller than most shoppers realize, allowing owners to focus on value and ownership costs over brand prestige.

High Ownership Costs And Maintenance Make Luxury Sedans Harder To Justify

2026 Toyota Crown WheelToyota

Luxury vehicles historically create additional ownership challenges that mainstream models don’t include. Modern luxury vehicles often require premium fuel to operate correctly, specialized maintenance that can only be performed at a few locations, and expensive replacement parts. This causes long-term ownership costs to skyrocket, further diminishing their appeal before you even factor in the higher depreciation typical of luxury vehicles. Many drivers have learned they can enjoy a level of comfort similar to that of a luxury car without paying luxury-car prices.

Related

The Toyota Crown Signia Is A Lexus Alternative In Disguise

This premium crossover offers Lexus-like refinement at Toyota pricing, blurring the lines between mainstream and luxury.

Toyota Crown Delivers A Near-Luxury Driving Experience

White 2026 Toyota Crown ParkedToyota

The Toyota Crown name has been part of Japan’s executive driving community for many years; it has simply taken a long time for this car to catch on in America. Typically, luxurious isn’t a word associated with Toyota vehicles, but if the Land Cruiser could break this mold, why can’t the Crown?

Base Trim Engine

2.5L Dynamic Force I4 Hybrid

Base Trim Transmission

CVT

Base Trim Drivetrain

All-Wheel Drive

Base Trim Horsepower

184 HP @6000 RPM

Base Trim Torque

163 lb.-ft. @ 3600 RPM

Base Trim Fuel Economy (city/highway/combined)

42/41/41 MPG

Base Trim Battery Type

Lead acid battery

Make

Toyota

Model

Crown

Driving the Toyota Crown puts you in a much higher seating position than typical sedans, allowing you to feel as though you are driving an SUV while still enjoying the comfort and benefits of a sedan. The quiet cabin is the result of additional sound insulation and a comfort-focused suspension that creates a relaxed highway experience. It’s easy to see the focus on refinement and comfort rather than sportiness, which makes the Crown an enjoyable luxury touring sedan from a traditional mainstream brand—the perfect combination for many shoppers.

No Dearth Of Comfort Features

2026 Toyota Crown Rear SeatsToyota

When you step inside the Toyota Crown, you’ll wonder if Toyota mistakenly put the wrong brand badge on this car. The cabin is covered in premium materials and features a sleek design that positions this sedan closer to luxury midsize sedans than to mainstream brands.

The Crown is offered in four trims, but the Nightshade trim is essentially an appearance package. The three main trims are XLE, Limited, and Platinum. Among the notable features you’ll find are real leather upholstery, a head-up display, a surround-view camera system, a panoramic glass roof, heated rear seats, heated and ventilated front seats, and two 12.3-inch screens for gauge readings and infotainment. Wireless connectivity and a charging pad are standard fare in the Toyota Crown.

Related

This SUV Is A New Benchmark For Affordable Luxury

This new futuristic SUV sets a new standard for entry-level luxury.

Hybrid Powertrain Options On Offer

Gray 2026 Toyota Crown Driving ShotToyota

Every Toyota Crown comes standard with a hybrid powertrain, a common theme for Toyota and Lexus vehicles. The standard powertrain includes a 2.5-liter four-cylinder engine and three electric motors. This system is attached to a CVT and produces 236 horsepower, which is sent to all four wheels. This is good for 42 city/41 highway mpg, making the Crown an efficient hybrid sedan.

The Available Hybrid MAX Setup Adds Genuine Performance Without Sacrificing Refinement

Gold 2026 Toyota Crown Side ViewToyota

One of the greatest benefits of the Platinum trim is the Hybrid MAX powertrain. This system combines a 2.4-liter turbocharged four-cylinder engine with two electric motors to produce 340 horsepower. This power reaches the wheels via a six-speed automatic transmission, giving you a more traditional driving feeling. The Hybrid MAX’s fuel efficiency reaches 29 city/32 highway mpg, but the additional power is exciting.

The added power of the Hybrid MAX powertrain is exciting enough to make the Toyota Crown sporty and fun to drive, posting a 0-60 mph sprint of 5.1 seconds, which is quicker than some sports sedans. The regular hybrid powertrain has been clocked at 7.2 seconds for the same sprint, which isn’t nearly as exciting.

Related

The Japanese SUV That Quietly Beats Luxury Brands At Their Own Game

This Toyota SUV challenges the notion that luxury must come from a prestigious badge, offering a refined and comfortable experience.

The Crown’s Styling Helps It Stand Apart From Ordinary Family Sedans

White 2026 Toyota Crown Parked By A CityscapeToyota

Instead of the traditional three-box sedan appearance, Toyota took the Crown in a different direction. The large wheels and lifted profile make it visually distinct, allowing it to stand out in a pack. Typically, Toyota vehicles blend in easily with the crowd, mostly because they are among the most common vehicles on the road, but that is simply not the case for the Crown. The sleek design allows it to look more expensive and exclusive than most mainstream sedans.

Positioned Between Mainstream And Luxury Segments

2026 Toyota Crown DashboardToyota

Toyota didn’t accidentally build a car that challenges the status quo; the Crown replaced the Avalon, the brand’s flagship sedan. As the new flag bearer, the Crown is designed to appeal to drivers shopping at the higher end of the market, without quite crossing into BMW, Mercedes-Benz, or Lexus territory.

As a mainstream sedan that certainly appeals to premium buyers, the pricing puts the Crown above traditional family sedans, but below many luxury models. The 2026 Toyota Crown starts at $41,440 and tops out at $54,990, which seems like a lot for a Toyota sedan. The 2026 Toyota Camry starts at $29,300 and ranges to $35,700, but doesn’t have the power or presence of the Crown. On the other hand, a 2026 BMW 5 Series starts at $60,000 and tops out at $75,500, excluding the M5 performance sedan and all electric i5 models. As you can see, the Toyota Crown sits right in the middle, exactly where Toyota wants it.

Related

The Hybrid SUV With Toyota Reliability And Lexus-Level Comfort

These two hybrid SUVs offer reliability that’s similar to a Toyota, along with comfort levels that are already on par with Lexus.

Why It Makes More Sense Than Many Entry-Level Luxury Sedans

Gray 2026 Toyota Crown Driving On A Country RoadToyota

When it comes to sensible car shopping, the Toyota Crown has you covered. Standard hybrid powertrains reduce fuel costs, a long-term expense every driver faces. Toyota’s reputation for reliability is a significant advantage, especially given the added warranty coverage for its hybrid systems. Toyota has a history of low-cost maintenance and repairs, ensuring the actual ownership costs you face will be minimal.

In the Toyota Crown, you get all the benefits associated with a Toyota hybrid vehicle, along with upscale styling and premium features, without paying luxury-level prices. Unlike some luxury vehicles, which require you to pay extra for the best features, the Crown comes standard with the features you want. The Crown scored well with J.D. Power in Quality & Reliability, Resale, and Driving Experience, making it a complete vehicle that delivers years of excellent driving.

It Proves Mainstream Sedans Can Now Compete Directly With Luxury Brands

Brand prestige is fading, and many buyers are increasingly looking for vehicles that offer strong ownership qualities such as low costs, refinement, efficiency, and intelligent packaging. The Toyota Crown nails all of these points with ease while fitting right where it belongs in the market, between the mainstream and luxury sedans.

The definition of luxury has changed. For many buyers, it is no longer about the badge on the hood but the experience behind the wheel. A quiet ride, premium technology, impressive efficiency, and long-term dependability often matter more than brand prestige alone. That shift is exactly why the Toyota Crown stands out. It delivers much of what people expect from a luxury sedan while retaining the value, reliability, and practicality that have long made Toyota a trusted name. In a market where the lines between mainstream and luxury continue to blur, the Toyota Crown may be one of the clearest examples of how far a mainstream sedan can go.

Sources: Toyota, Kelley Blue Book, Edmunds, J.D. Power

The full-size luxury SUV segment has traditionally been dominated by European automakers whose vehicles act as status symbols, coming with eye-watering price tags and notoriously steep maintenance costs. But one brand has become synonymous with the reputation for being the pinnacle of luxury SUVs, while simultaneously being plagued by exorbitant maintenance and repair costs: Range Rover. However, another European marque has built an understated, highly dependable alternative that delivers the same premier road presence, a luxurious three-row interior, and premium build quality, all while costing roughly half the price of a flagship Range Rover and boasting vastly superior reliability metrics.

The British Icon And The Financial Reality Of High-End SUVs

The Cost Of Entry vs. The Cost Of Ownership

3/4 shot of 2021 Land Rover Range Rover P360 in blue driving on roadLand Rover

The 2021 model year was the final year for the previous-generation Range Rover. In 2021, the entry-level Land Rover Range Rover SE P360 had an MSRP of $92,000, while the range-topping SV Autobiography Long-Wheelbase would have set you back by at least $211,000. Today, J.D. Power indicates that the 2021 Range Rover is listed between $30,477 and $90,990 on the used market, depending on the derivative.

Cost of entry aside, Edmunds calculates the true cost of ownership over five years for a 2021 Land Rover Range Rover SE P360 to be a staggering $87,695, nearly matching the vehicle’s retail price when new. This figure breaks down into $27,256 in depreciation (averaging a cost per mile of $1.17), $7,220 for financing, $2,369 for taxes and fees, $14,972 for fuel, $7,448 for insurance, $14,816 in routine maintenance, and $13,614 in repairs. While the Range Rover’s typical, drastic depreciation curve makes it an enticing second-hand option, the out-of-warranty cost of ownership serves as a crippling financial reality for buyers looking for a long-term vehicle.

The Infamous Depreciating Repair Bill

Static shot of 2021 Land Rover Range Rover P400e engine bayLand Rover

This high cost of ownership is driven by common mechanical vulnerabilities that plague complex luxury platforms like the Range Rover. Advanced air suspension setups, intricate electrical networks, and hybrid component recalls are among the most common problems on used Range Rovers, often costing owners thousands of dollars per shop visit. It is for this reason that buyers in the market for a full-size luxury SUV are increasingly wary of traditional British reliability, seeking instead an alternative that prioritizes engineering durability over fragile technology. Thankfully, this reliable Swedish flagship offers seven-seat luxury at half the cost of a Range Rover, while rarely needing unexpected repairs.

Related

10 Mid-Size SUVs That Depreciate The Most After 5 Years Of Ownership

These models could prove to be a bad long-term investment, though some praise the incredible bargain they pose when used.

The Smart Luxury Alternative: The Volvo XC90

Scandinavian Sophistication At Half The Price

Front action shot of 2025 Volvo XC90 T8 Ultra being driven on roadVolvo

The Scandinavian SUV in question is the current Volvo XC90, which features a starting MSRP of between $61,050 and $62,445 for the base-spec Core model. Compared to the starting MSRP of a 2026 Land Rover Range Rover — which sits at $113,300 before options — the Volvo XC90 costs nearly half as much as the British luxury icon. This positions the XC90 as an incredibly attractive financial alternative to the Range Rover without losing an ounce of premium curb appeal.

A Timeless Design That Defies The Years

2018 Volvo XC90 rear 3/4 shotVolvo

Initially introduced for the 2015 model year, thesecond-generation Volvo XC90 represented a massiveleap forward in design, safety, and technology. It debuted Volvo’s signature “Thor’s Hammer” LED headlights, a stylistic feature that now defines the Scandinavian brand’s design language across its entire portfolio. Despite various mid-cycle facelifts ensuring the vehicle remains modern and competitive, the XC90’s elegant exterior design has remained largely unchanged. This is an impressive feat considering the full-size SUV is now entering its twelfth year of production, proving that true style doesn’t age.

Related

2026 Volvo XC90 T8 AWD Ultra Review: A Luxurious Blend of Comfort and High-End Performance

The 2026 Volvo XC90 T8 AWD Ultra’s interior features an understated luxury with premium materials, handsome architecture, and a thoughtful layout.

Built To Last: Why This European Flagship Outlives The Competition

Bulletproof Powertrains And Fewer Mechanical Headaches

2025 Volvo XC90 EngineWilliam Clavey | TopSpeed

The XC90 was initially introduced with a powertrain lineup consisting entirely of 2.0-liter four-cylinder engines in various states of tune, including a turbocharged gasoline engine (T5), a twin-charged turbocharged and supercharged gasoline engine (T6), a plug-in hybrid, and two turbodiesel options. Volvo implemented its first major powertrain overhaul in 2023, followed by refined chassis and suspension updates and a further simplified powertrain lineup for the 2025 model year. The current powertrain lineup consists of two highly reliable mild-hybrid gasoline options — the 250-horsepower B5 AWD and the 300-horsepower B6 AWD — alongside the updated T8 plug-in hybrid powerplant.

Base Trim Engine

2L Drive-E I4 Hybrid

Base Trim Transmission

8-speed automatic

Base Trim Drivetrain

All-Wheel Drive

Base Trim Horsepower

247 HP @5500 RPM

Base Trim Torque

258 lb.-ft. @ 1800 RPM

Base Trim Fuel Economy (city/highway/combined)

23/30/26 MPG

Base Trim Battery Type

Lead acid battery

Make

Volvo

Model

XC90

In terms of longevity, Volvo models are built for the long haul, with well-maintained XC90s easily capable of reaching or exceeding 200,000 miles when routine service schedules are strictly adhered to. According to data from J.D. Power, the XC90 consistently secures solid quality and reliability scores, offering a predictable, low-drama ownership experience that British luxury rivals simply cannot match.

Industry-Leading Safety That Doesn’t Wear Out

Volvo XC90 crash small overlap testIIHS

The Volvo nameplate has long been synonymous with world-class safety, and the Swedish marque’s flagship SUV is no exception. It ships standard with an elite suite of driver-assistance and collision-avoidance technologies. This includes automated emergency braking with pedestrian and cyclist detection, adaptive cruise control with lane centering (Pilot Assist), blind-spot monitoring, and a highly active lane-keeping aid — systems engineered to protect families for hundreds of thousands of miles without degrading.

Related

12 Three-Row SUVs Ranked By Real-World Cost Per Mile

Not all three-row SUVs cost the same to own and drive. We rank 10 models by real-world cost per mile, from best to worst.

Cabin Comfort And Everyday Utility Without The Fragility

True Three-Row Practicality For Seven Adults

Three rows of the Volvo XC90 Recharge.Volvo

The XC90’s brilliant interior packaging allows the luxury mid-size SUV to comfortably seat up to seven passengers. This layout offers a distinct practical advantage over the more finicky, less spacious configurations found in premium rivals, making it a functional daily driver rather than just a weekend showpiece. While Volvo introduced a six-seat configuration in 2019, which replaced the second row with captain’s chairs, the standard seven-seater configuration has historically been and remains the most sought-after seating layout.

Sustainable, High-End Materials Designed For Real Life

The XC90’s interior quality is attributed to the Scandinavian interior design ethos, which focuses on durable luxury materials (like tailored Nordico or open-pore wood inserts) built to withstand family wear and tear better than delicate, high-maintenance leather alternatives.

When benchmarking the luxury SUV market, it becomes clear that true prestige doesn’t have to come at the expense of fiscal sanity. The Volvo XC90 proves that a buyer can enjoy commanding road presence, executive-level comfort, and advanced technology without inheriting the financial burden of a fragile platform.

2018 Volvo XC90 front cabinVolvo

Ultimately, spending double the money on a British badge is difficult to justify when the Swedish flagship delivers a comparable premium experience with total mechanical peace of mind. For the smart luxury car buyer, the XC90 stands as a masterclass in automotive longevity, offering a timeless design and robust engineering that genuinely outlasts the competition.

Sources: Volvo, J.D. Power, Edmunds, NetCarShow, Consumer Reports

In an era where motorcycles are often judged by horsepower figures, electronics packages, and performance charts, some bikes win riders over through something much harder to quantify. Modern buyers can compare dozens of models with a few clicks, sorting them by power, weight, features, and price before ever visiting a dealership.

Yet the motorcycles that leave the deepest impression are rarely the ones that dominate comparison charts. They’re the bikes that make riders take the long way home, glance back after parking, and look forward to every excuse to ride. Some motorcycles simply connect with people on a level that numbers can’t fully explain.

Spec Sheet Culture Changed The Way Riders Shop

Harley-Davidson

Motorcycle shopping has become surprisingly similar to shopping for smartphones. Riders compare horsepower numbers, acceleration times, rider aids, and technology packages before they ever swing a leg over a bike. The internet has made comparisons easier than ever, but it has also created a mindset where bigger numbers automatically mean a better motorcycle. If one model makes five more horsepower than another, many buyers assume it’s the superior machine before they’ve even experienced how it rides.

The Most Memorable Bikes Aren’t Always The Fastest

Rider on a Triumph Bonneville T120 cruising on a country roadTriumph Motorcycles

The funny thing is that some of motorcycling’s most beloved machines would lose badly in a spec-sheet showdown. Plenty of motorcycles earn lifelong fans despite modest performance because they offer something numbers can’t fully explain. Character, personality, styling, sound, and the simple joy of riding often matter far more than peak output. A motorcycle isn’t just transportation or a performance tool. It’s an emotional purchase, and emotions rarely fit neatly into a comparison chart.

The bikes that riders remember years later are often the ones that made them smile every time they opened the garage door. They’re the machines that encouraged unnecessary detours on the ride home or made a short trip feel like an adventure. Those experiences have very little to do with quarter-mile times or dyno graphs.

Related

The Relaxed Bike Built For Riders Who Refuse To Rush

Tired of chasing the redline? Meet the Royal Enfield cruiser engineered to help you slow down and actually enjoy the road.

The Appeal Of Motorcycles Built Around Character

Rider sitting on a 2025 Kawasaki W800 on a bridgeKawasaki

Many riders eventually discover that enjoyment has less to do with peak performance and more to do with the way a motorcycle makes every ride feel special, even at ordinary speeds. That realization explains why certain brands continue attracting devoted followers despite offering motorcycles that aren’t chasing class-leading figures. Character-driven motorcycles focus on creating a complete experience rather than dominating comparison tests. They prioritize design, feel, sound, and accessibility. They encourage riders to slow down and enjoy the journey rather than constantly thinking about what’s next or what’s faster.

For many enthusiasts, that approach becomes increasingly appealing over time. Once the novelty of huge horsepower figures wears off, a motorcycle’s personality becomes far more important. A machine that feels authentic and engaging can remain enjoyable for years, while one purchased purely because it topped a spec sheet may lose its appeal much sooner.

Royal Enfield Has Never Been About Being The Fastest Or Most High Tech

2025 Royal Enfield Hunter 350 new colorRoyal Enfield

Few manufacturers embody this philosophy better than Royal Enfield. The brand has built its modern success not by competing directly with high-performance rivals, but by offering motorcycles that deliver a distinct riding experience at an approachable price point. Royal Enfield’s recent growth has largely been driven by motorcycles that emphasize style, simplicity, and usability. Rather than loading its bikes with complex electronics or chasing headline-grabbing power figures, the company has focused on creating machines that riders actually want to spend time with.

That strategy has proven remarkably effective, especially among riders looking for something more authentic than many modern motorcycles. The company’s 650 platform perfectly reflects that philosophy. Instead of trying to outperform larger and more expensive competitors, it focuses on delivering a riding experience that’s approachable, engaging, and full of personality.

The Royal Enfield Shotgun 650 Makes You Forget About The Spec Sheet

The clearest example of that philosophy may be the Royal Enfield Shotgun 650. Introduced as a factory custom-inspired cruiser based on the company’s successful twin-cylinder platform, the Shotgun immediately stands out because it doesn’t fit neatly into any category. It’s part cruiser, part roadster, part custom bike, and entirely focused on style and individuality.

The Design, Engine, And Riding Experience That Define Its Personality

Royal Enfield

Power comes from Royal Enfield’s air and oil-cooled 648cc parallel-twin engine producing 46.4 horsepower and 38.5 pound-feet of torque. The engine is paired with a six-speed transmission featuring a slip-and-assist clutch. On paper, those numbers aren’t particularly impressive in today’s market. In practice, they’re exactly what this motorcycle needs.

The engine delivers smooth, predictable power throughout the rev range and produces a characterful exhaust note that suits the bike’s relaxed personality. Rather than encouraging aggressive riding, it rewards smooth inputs and steady momentum. The result is a motorcycle that’s enjoyable whether you’re navigating city streets or cruising along a scenic back road.

Royal Enfield

Engine

648cc air/oil-cooled parallel-twin, SOHC, 8 valves

Output

46.4 horsepower @ 7,250 rpm / 38.5 pound-feet @ 5,650 rpm

Transmission

6-speed with slip-and-assist clutch

0 to 60mph Time

Approximately 6 seconds

The styling plays an equally important role. The floating solo seat, chopped rear fender, blacked-out components, and muscular stance create a custom-bike appearance straight from the showroom floor. The Shotgun manages to look unique without trying too hard, which is a surprisingly difficult balance to achieve. Its chassis specifications further support that approachable nature.

The bike rides on a steel tubular frame with a 43 mm upside-down fork and twin rear shocks. Braking comes from a 320 mm front disc and 300 mm rear disc with dual-channel ABS. The Shotgun rolls on a 100/90-18 front tire and a 150/70 R17 rear tire. Wet weight comes in at 529 pounds, while seat height measures an accessible 31.1 inches. Additional features include LED lighting, a semi-digital instrument cluster with Tripper navigation compatibility, USB charging, and removable passenger accommodations that allow owners to easily alter the bike’s appearance.

Royal Enfield

Frame

Steel tubular spine frame

Suspension

Front: 43 mm Showa Separate Function Big Piston USD fork, 4.7 inches travel

Rear: Twin shock absorbers, preload adjustable, 3.5 inches travel

Brakes

Front: 320 mm disc, 2-piston floating caliper, ABS

Rear: 300 mm disc, single-piston floating caliper, ABS

Wheels and Tires

Front: 18-inch alloy wheel / 100/90-18 tire

Rear: 17-inch alloy wheel / 150/70 R17 tire

Wet Weight

529 pounds

Related

The BMW Motorcycle That Now Costs Less Than A New Royal Enfield 650

Here, you get more than twice the power, BMW heritage, and premium experience for the same price as a Royal Enfield 650 twin.

The Shotgun 650 Works Better In The Real World Than Expected

Instead of outright performance, the Shotgun focuses on accessibility, comfort, customization potential, and everyday usability, creating a package that’s easy to appreciate from the first ride. One of the motorcycle’s biggest strengths is that it never feels intimidating. The manageable power delivery, comfortable ergonomics, and predictable handling make it welcoming to newer riders while still offering enough personality to keep experienced riders interested. It strikes a balance that many manufacturers struggle to achieve. The bike’s versatility also deserves recognition. It can serve as a daily commuter, a weekend cruiser, or a blank canvas for customization. Owners can leave it stock and enjoy its factory styling or personalize it extensively. That flexibility adds another layer to the ownership experience.

Why Riders Keep Talking About The Experience Rather Than The Numbers

Royal Enfield

The custom-looking Shotgun 650 succeeds because it delivers something many motorcycles overlook. It creates an emotional connection. Riders don’t talk about its horsepower figures because those figures aren’t what define the experience. They talk about how it looks parked outside a coffee shop, how the engine sounds on a winding road, and how it makes even ordinary rides feel enjoyable.

At an MSRP of just $6,899, the Shotgun 650 becomes even more compelling. Many cruisers cost thousands more while offering only incremental advantages. Meanwhile, Royal Enfield’s pricing feels almost disruptive. Buyers get a distinctive design, a proven twin-cylinder platform, modern features, and plenty of character without stretching their budget.

Source: Royal Enfield

Chinese products have long been cast in a negative light. For the most part, any item that comes with a tag that says “Made in China” is generally perceived as lower quality than alternatives made elsewhere. This is largely down to the volume of products China churns out, with quality often coming a distant second to quantity. In the past, this certainly applied to the Chinese motorcycle industry. But, just like the automotive sector, Chinese motorcycles have improved immeasurably over the past few years, and some of the bikes are genuinely underrated.

The Chinese Motorcycle Revolution Is Upon Us

Benelli

Up until around a decade ago, most Chinese motorcycle manufacturers were more or less content to churn out single-cylinder bikes by the million, mostly for the domestic market. Attempts to enter foreign markets were often futile, and almost always left customers disappointed with the overall quality of the product and a complete lack of after-sales support. All this changed when the Chinese government intervened.

Moto Morini

Much is made of government subsidies in China, and while they certainly don’t pay for everything, there is no denying the fact that the companies that have received help are the same companies that have gained a foothold in foreign markets. Some manufacturers acquired defunct legacy brands (particularly those with Italian names) to help with branding, but it is CFMoto that has really taken the world by storm with a selection of bikes that offer impressive value.

Related

10 Cheap Chinese Motorcycles That Deserve Your Attention

This list ranges from a 296cc V-Twin cruiser to a track-ready 95-horsepower sports bike.

The CFMoto 675NK Is The Sub-$8,000 Naked That Deserves More Attention

MSRP: $7,499

CFMoto

You could most likely walk into a CFMoto showroom, swing a cat, and hit seven bikes that offer more value than any of their rivals. There is currently at least one model selling in each of the key motorcycle segments, but the bike that really stands out is the $7,499 675NK. The sport bike version has been on sale for a little while now, and certainly has a lot to offer, but the naked bike has sort of snuck in under the radar. At this price point, it is really taking the fight to the established competitors in this space, with a host of features and a powerful triple.

Features A Home-Built Triple Based On A Proven Platform

Power: 95 Horsepower

CFMoto

For a time, CFMoto manufactured the old Kawasaki 650 engine under license and put it in several different motorcycles. This gave way to the more powerful LC8c parallel-twin, which the brand was given rights to manufacture thanks to a partnership with KTM. But, this triple is not a licensed design, nor a copy. Much like the 450cc twin, which shares a passing resemblance to the Yamaha CP2, this triple was certainly inspired by the old Triumph 675 (and by extension the modern 660 variant), but it is quite different internally, with a different bore and stroke.

An Ideal Street Bike Powertrain

CFMoto

While this engine may have made its global debut in the 675SS sport bike, it certainly makes a degree more sense here in the naked bike version. Theoretically, with a triple, you get the best of both worlds in the sense that it has the top-end performance of an inline-four and the low-end grunt of a twin. In practice, it is just like any of the modern middleweights, with most of its torque arriving at around 3,000 RPM. Out in the real world, where speed limits exist, this is ideal, and you won’t notice the strange flat spot at around 9,000 RPM nearly as much!

Related

10 Underrated Bike Brands That Punch Above Their Price Tag

These overlooked motorcycle brands deliver premium performance and style without the premium price tag

The 675NK Offers Unbeatable Value

CFMoto

Somewhat surprisingly, the 675NK does not get a ride-by-wire throttle. While you lose a few nice-to-have features like cruise control and ride modes, at this price point, it stands to reason that costs need to be cut somewhere, and the features you do get are still downright impressive. Both ABS and traction control (which is adjustable) are present. You also get a quickshifter (up only) and a TFT dash that incorporates a tire pressure monitor.

In some respects, it is an odd blend of features when compared to other brands, but looking at it objectively, the cable-actuated throttle makes for a more connected feeling. That said, very few manufacturers have mastered the art of fueling in the Euro5+ era, and CFMoto is not one of them. The steel tubular chassis is not much to write home about, but it is pretty light, and the overall wet weight of the bike is kept down to just 417 pounds. This makes it a fun city bike that will double up as a canyon carver over the weekend. Arguably, its biggest asset is its fully adjustable KYB suspension, both front and rear, which is a rare treat at this end of the market, and a genuine point of difference.

Related

10 Naked Bikes That Punch Above Their Price Tag

From sub-400cc pocket rockets to over-1000cc hyper nakeds, each of these naked bikes promises an ace up its sleeve compared to its rivals

There Is Some Room For Improvement, Though

CFMoto

The strange flat spot near the top of the rev range and the snatchy throttle are not the only concerns. Question marks still linger around long-term reliability. The only other CFMoto-designed engine that has been around for some time is the 450cc parallel-twin, and in other markets, it is starting to show signs of fallibility once out of warranty. The general skepticism around Chinese brands also does nothing for resale value.

Subjectively speaking, we quite like its ultra-modern design, and while it still retains some “Transformer” elements, it works. Unfortunately, build quality is not quite on par with the Japanese rivals it is competing with, nor is the finishing, for that matter. It still feels “cheap,” but that is because it is. To the right buyer willing to accept the bike for what it really is, it presents itself as a genuine middleweight bargain that most certainly stands out from the crowd. It is just something of a commitment to being different, and we highly recommend getting the extended warranty if available.

Chassis, Suspension, And Weight Specifications

Chassis

Steel tubular

Front Suspension

KYB upside-down fork, preload, compression and rebound adjustable (5.1-in travel)

Rear Suspension

KYB central monoshock, preload and rebound adjustable (5.1-in travel)

Weight

417 lbs

Source: CFMoto

Toyota’s recall of the twin-turbocharged V35A-FTS V6 engine—covering up to 270,000 Tundra and Sequoia trucks—was always going to be a headache. But owners are now discovering a wrinkle that goes beyond the original safety concern: the software patch Toyota is using to triage which trucks need new engines is also changing how those trucks drive, and some owners say the performance hit is showing up directly in resale valuations.

The recall, which targets a potential engine failure tied to connecting rod and bearing wear, was supposed to bring peace of mind. Instead, it’s opened a broader debate about what happens when a manufacturer’s fix rewrites a vehicle’s behavior—without the owner’s consent and without compensation for what’s lost.

A Resonant Frequency Test That Does More Than Diagnose

2026 Toyota Tundra TRD front 3/4 shotToyota

Toyota’s approach to the V35A recall is unconventional. Rather than replacing every affected engine outright, the company developed a software-based resonant frequency test—run at the dealership—to determine which engines are worn enough to warrant a full swap. Trucks that pass the test get a software update and are sent home. Trucks that fail get a new engine.

The problem, according to owners and observers, is that the software update isn’t a neutral diagnostic outcome. The patch appears to alter throttle mapping and engine management parameters in ways that change how the truck responds under load. Owners are reporting a noticeable difference in throttle feel and power delivery after the update—not a dramatic power loss on paper, but a perceptible change in the driving experience that the truck didn’t have before.

Related

Everything You Need To Know About The 2026 Toyota Tundra Refresh

Toyota may refresh its full-size truck soon. And it could bring some changes enthusiasts are craving.

Resale Value Takes The Hit

Close-up shot of 2023 Toyota Tundra engine bay showing V35A V6Toyota

For Tundra owners planning to sell or trade in, the timing is painful. The V35A recall is already a known quantity in the used-truck market—any buyer doing basic research will find it—and a truck that received a software patch rather than an engine replacement sits in an ambiguous position. It passed Toyota’s test, but the test itself is software-defined, and the patch that followed changed the truck’s behavior.

Some owners are reporting resale value losses in the thousands of dollars, with private buyers and dealers discounting patched trucks relative to unaffected examples or trucks that received full engine replacements. The logic is straightforward: a truck with a documented recall history and a software fix that altered its performance envelope is a harder sell than one that came out of the recall with a fresh engine and a clean bill of health. Toyota has not announced any compensation program tied to these valuation impacts.

What Recourse Do Owners Actually Have

2026 Toyota Tundra Platinum front 3/4 towing trailerToyota

The options are real but limited. Lemon law eligibility depends on state-specific criteria—typically requiring that a defect substantially impairs the vehicle’s use, value, or safety, and that the manufacturer has made a reasonable number of repair attempts without resolving it. Whether a software-altered performance envelope meets that bar will vary by jurisdiction and by how aggressively an owner pursues it.

Dealer negotiation is another avenue, particularly for owners who can document the pre- and post-patch difference in writing. Warranty claims are possible if the software change causes a subsequent mechanical issue. The right-to-repair movement adds a longer-term dimension: legislation currently advancing in several states would require manufacturers to give owners and independent shops access to the same diagnostic tools and software that dealers use, which would at least make the nature of these patches more transparent. For now, though, most Tundra V6 owners are working within Toyota’s framework, with limited visibility into exactly what the software changed and no formal path to opt out.

The Broader Pattern: Software Recalls That Rewrite Specs

2026 Toyota Tundra side shot driving off-roadToyota

The Tundra situation isn’t unique—it’s an early, visible example of a trend that’s accelerating across the industry. As vehicles become more software-defined, recalls increasingly arrive as over-the-air updates or dealer-flashed patches rather than physical part replacements. That’s efficient, and in many cases it’s genuinely the right fix. But it creates a category of change that didn’t exist before: a manufacturer can alter a vehicle’s performance characteristics post-sale, under the legal cover of a safety recall, with no obligation to disclose the full scope of what changed.

The Tundra V6 case makes that dynamic concrete. Owners bought a truck with specific performance expectations. A recall—a process designed to protect consumers—became the mechanism by which those expectations were revised. Whether Toyota’s fix is the right engineering call is a separate question from whether owners deserve transparency about what changed, and whether they deserve recourse when the change costs them money. Right now, the answer to both is effectively no.

For Tundra V6 owners, the immediate step is documentation: get the recall repair order in writing, note the specific software version applied, and if drivability feels different afterward, put that in writing with the dealer before leaving the lot. It won’t guarantee compensation, but it builds the paper trail that any future warranty claim or legal avenue will require.

Sources: Carbuzz, The Drive, Torque News

The quintessential luxury-vehicle experience was once defined by a leather interior and a comfortable suspension setup. Yet, slowly, a new definition of luxury emerged that looked and felt a bit different. Shoppers en masse began wanting a sedan that felt refined and stayed that way for decades without the ownership experience turning into a financial gamble. That’s exactly where one Japanese sedan quietly changed the conversation. Before “quiet luxury” became a real trend, this sedan offered premium features and a reputation for longevity that European rivals could not match. The idea was never to take market share away from the luxury sedan titans of BMW or Mercedes-Benz, but rather, to redefine what luxury meant to most car shoppers. The result is a modern take on luxury characterized by durability and value, which may be the ultimate form we have been looking for all along.

Luxury Vehicles Have Seen An Ideological Shift

High 3/4 shot of 2026 BMW M340i parkedBMW

For decades, luxury sedans were all about appearance and exclusivity. Yet, shoppers eventually discovered that the ownership experience matters most.

The Priorities Of The Traditional German Luxury Formula

The side profile view of a blue 2014 BMW 328d xDrive Sports Wagon.Bring A Trailer

German luxury brands built their reputations on the appeal of complex engineering combined with badge prestige. Having a 3 Series in the driveway was once a meaningful statement about your entire life and associated choices. It meant you enjoyed the finer things in life and had the means to back that statement up. Many shoppers still buy German luxury today for the same reason.

Rear 3/4 shot of 2026 BMW M340i parkedBMW

However, the part most onlookers never see is the real cost of owning and maintaining a German luxury sedan. The idea is that the higher costs are treated as the cost of admission to an exclusive club. By the second or third owner, a German luxury sedan that once provided a relatively pain-free ownership experience will see costs rise sharply once the warranties expire.

A New Definition Of Luxury Has Emerged Among Practical Shoppers

Mercedes

Eventually, shoppers began to question the traditional formula that German luxury sedans had established. Instead of appearances being the primary factor, shoppers began asking, “How will I ensure this car feels the same 10 years later?” The badge still had value, but now, convenience in all aspects of the ownership experience became the focus. The result is that cross-shopping a 3 Series has never been a more complicated situation. It’s not that the 3 Series has lost its luster, but there are valid alternatives that can promise two decades of almost guaranteed stress-free ownership while providing 80 percent of the overall luxury experience. This change in dynamic is not settling; it’s the meaning of luxury being redefined in real time.

Related

The BMW 3 Series Generations Ranked By Reliability

This is how each of the seven generations of the BMW 3 Series measures up in terms of reliability.

The Winning Formula Required More Than Prestige

The front 3/4 view of a blue 2014 BMW 328d xDrive Sports Wagon.Bring A Trailer

The sedan that is the focus of this story didn’t dominate because it was the fastest option or carried the most prestige. It succeeded because it made consistency a given and delivered in the areas that matter the most to everyday shoppers.

How Refinement Standards Became The Great Equalizer

The front 3/4 view of a blue 2014 BMW 328d xDrive Sports Wagon.Bring A Trailer

In terms of cabin quality, ride comfort, noise isolation, and standard features, Japanese sedans steadily closed the gap on luxury brands. Buyers increasingly began judging a car based on how it felt to live with, particularly focusing on interior comfort, rather than what badge was on the hood. If you can provide the majority of the luxury experience at a fraction of the price premium, eventually, shoppers will catch on. This priority shift is where the gap between ‘luxury car’ and ‘good car’ has started to disappear.

The Japanese Sedan That Quietly Perfected The Formula

2026 Honda Accord Hybrid Interior FeatureLyndon Conrad Bell | Top Speed

Of all the Japanese sedans on the market, the Honda Accord became the blueprint for combining premium refinement with mainstream affordability. Across several successive generations, the Accord built a strong reputation for a luxury-adjacent experience, especially in the more well-equipped trim levels. The Accord offers a smooth and well-isolated ride, a cabin that feels a class above its price point, and a dependability that instills long-term confidence in owners. Honda’s best-selling sedan was never marketed as a direct replacement for the BMW 3 Series, and it didn’t need to be. It simply kept delivering on the details that mattered once the initial hype had faded, and in the process, it became a pioneer for what shoppers now often call quiet luxury: refinement without the baked-in pretentiousness of European brands.

Related

Honda’s Accord Refresh Signals A Shift Toward Sportier Appeal

Honda’s Accord gets a bold redesign for its 50th birthday, trading conservative styling for a futuristic look targeting sport sedan enthusiasts.

Why The Honda Accord’s Value Proposition Is Still Relevant

Honda Accord Hybrid front shotLyndon Conrad Bell | Top Speed

The strongest evidence for the Accord’s transformative identity is not based on nostalgia. Its success is based on how closely the latest version follows the same formula that turned the earlier generations into smash hits.

Durability Is Now A Component Of Luxury

Honda Accord Hybrid EngineLyndon Conrad Bell | Top Speed

First, let’s start with the figures that anchor the entire argument: the Accord is routinely reported to last between 200,000 and 300,000 miles, which roughly translates to a 15 to 20-year lifespan. Could you say the same about the current-generation BMW 3 Series? Certainly not with the same level of confidence. Knowing that your investment in a vehicle is almost guaranteed to remain relatively stress-free for two decades is itself a luxury.​​​​​​​

Honda Accord Hybrid side shotLyndon Conrad Bell | Top Speed

For a German luxury sedan, anxiety has probably begun creeping up by the 80,000-mile mark and is more acute by 100,000 miles. RepairPal data puts the Accord’s average annual maintenance and repair cost at $428, significantly below the average for a luxury sedan. Combined with the low running costs, you quickly understand how the Accord provides a luxury experience without luxury prices. The durability and low cost of ownership help the Accord maintain strong residual value in the used market, reflecting its reputation for long-term value among shoppers.

The 2026 Accord Hybrid Is A Luxury Sedan In Hiding

2026 Honda Accord Hybrid front seatsLyndon Conrad Bell | Top Speed

The Accord has never been more luxury-adjacent than it is in the 2026 model year. Specifically, the 2026 Honda Accord Hybrid offers a level of refinement that directly rivals luxury sedans. The cabin features a 12.3-inch color touchscreen with wireless Apple CarPlay and Android Auto, while higher trims add the Google built-in application suite and a 12-speaker Bose premium sound system. In addition, you get heated and ventilated leather-trimmed seats and the undeniable versatility of Honda’s hybrid 2.0-liter inline-four platform, which combines two electric motors to produce 204 combined horsepower and 247 lb-ft of torque. It produces more torque than the turbocharged 2026 Audi A3 and achieves an impressive 51 mpg city, 44 mpg highway, and 48 mpg combined.

2026 Honda Accord Hybrid Interior shotLyndon Conrad Bell | Top Speed

Despite subtle price increases in 2026, the base Accord LX starts at $29,590, which comes standard with a nine-inch touchscreen, wireless CarPlay, and wireless phone charging. Stepping up into the Hybrid range brings the executive-style cabin and features, while still landing well below the entry price of a BMW 3 Series or Audi A3. With a luxury-adjacent cabin, a hybrid powertrain that offers 51 mpg city, and a starting price that undercuts its competition, you simply cannot go wrong with a new Accord Hybrid.​​​​​​​

Related

The Japanese Hybrid Sedan That Rarely Needs Repairs And Gets 50 MPG

This Japanese hybrid sedan delivers exceptional reliability with an average lifespan of 180,276 miles and outstanding fuel efficiency.

The Accord Rewrote The Rules Of Luxury

Honda Accord Hybrid Exterior FeatureLyndon Conrad Bell | Top Speed

The Honda Accord’s intention was never to be the perfect affordable alternative to a German luxury sedan. Instead, it convinced buyers that luxury could be measured differently than most shoppers had initially considered.

How Quiet Luxury Became The New Standard

Honda Accord Hybrid Tech FeatureLyndon Conrad Bell | Top Speed

Consumer priorities are ever-shifting, but in recent times, there has been a clear emphasis on dependability, functional tech features, and the total ownership experience. Legacy luxury automakers never used to mention longevity or durability in their marketing materials, but now you cannot find a commercial where those details are not presented as a selling point. This says less about luxury brands and more about how mainstream marques have continually closed the quality gap between the two. A midsize Honda now provides a level of quality and functionality that would have been considered impossible for a luxury sedan two decades ago.

Why The Accord Is Still A Smart Purchase Today

2026 Honda Accord Hybrid Interior FeatureLyndon Conrad Bell | Top Speed

There is nothing wrong with desiring the niceties of a German luxury car. However, for most shoppers, the price is a deterrent, and the pretentiousness of its brand image is an even greater obstacle. A Honda Accord Hybrid will provide you with a documented 200,000-plus-mile durability standard that turns long-term ownership into an invaluable asset rather than a depreciating mistake.

Honda Accord Hybrid Cargo AccomodationLyndon Conrad Bell | Top Speed

The starting price of a base Accord is still under the $30,000 mark, and the bang-for-buck Hybrid variant provides 51 mpg city. You will not find a single luxury alternative that offers the same capability, and certainly not at the Accord’s price point. The Accord isn’t a BMW 3 Series replacement; it’s something entirely different. Sometimes, the true experience of luxury doesn’t require a luxury badge, and in 2026, the gap between mainstream and luxury has never been smaller.

Sources: Honda, BMW, Mercedes-Benz, Audi, RepairPal

When even car journalists struggle to keep up with new Chinese entrants, does the industry have a problem?

I suppose it finally had to happen. An entire vehicle brand has been launched in the UK before I realised it even existed.

Retailers started offering this maker’s cars only four days before I found out about it, but still.

I feel like I’ve failed. The car market has left a self-confessed car bore like me behind to the extent that there are not just models but now entire brands (okay, this one sells only one model at the moment) that can arrive and remain below my radar.

My fault, I think, for having a holiday towards the end of April when, during the week we reviewed the Aion V, I was watching short-oval racing in New Hampshire (Ford Crown Victoria single-make races a particular highlight).

Otherwise I like to think/pretend I’d have spotted the V’s existence. But it continued to skim beneath my consciousness until a colleague today prompted me for my thoughts about one. What do I think? Honestly couldn’t say. A bit embarrassing.

So welcome to the UK market the Aion V, which the internet tells me is a car made by a company that’s part of GAC, or Guangzhou Automobile Group. And, yes, I have heard of that because it’s one of those Chinese state-owned conglomerates that has been around for decades.

GAC is one of China’s top five car makers, producing almost two million vehicles last year, and has joint ventures with Toyota and Honda.

So although the Aion brand is new, the car is unknown and by the end of the year there will be only 25 UK dealers for the V (which, in case you missed it or have forgotten already, is a mid-sized electric crossover), it is not really a shock to find out that Aion knows a thing or two about building cars.

The V, which has 201bhp and a 317-mile range from its 75kWh battery, is by all accounts not bad.

But if I don’t know about it, how are customers expected to? Buying a car isn’t like going on Amazon to select a new electric razor or doorbell camera where it doesn’t matter what it’s called, you can buy one with one click and it will be with you tomorrow. This is spending £36,000.

On the one hand, this means prospective buyers will be more inclined to do some research. But on the other, it also means having a recognisable name is all the more necessary. A car needs a hook, a reason, a story: to be, if it can’t be an actual Range Rover, the Temu Range Rover.

These can’t all last, can they? This scattergun, market-overwhelming approach, like Uber in the taxi market, is bad news for a lot of established players. But sooner or later it will be clear that some are here to stay, and others are not.

The subcompact crossover segment has long had a clear darling for buyers seeking an upscale experience without a luxury price tag: the Mazda CX-30. With its sleek lines, premium cabin, and athletic handling, the Mazda routinely punches above its weight class. But a quiet shift is happening in dealerships. Buyers who typically cross-shop Mazda against entry-level luxury brands are increasingly wandering into Buick showrooms. They are walking out with the keys to a Buick Envista.

Why Mazda CX-30 Buyers Are Looking At The Buick Envista

The Unexpected Value Challenger In The Subcompact Crossover Segment

Blue 2026 Buick Envista DrivingBuick

Buick is not usually the first brand that comes to mind for drivers seeking sharp, contemporary design. Yet, the Envista breaks the traditional Buick mold. With its low-slung, coupe-like silhouette, slim LED daytime running lights, and athletic stance, it mimics the upscale, European-inspired design language that has made Mazda so successful. The real intrigue, however, lies in the financial math. The Envista offers a premium aesthetic and a surprisingly quiet cabin at a price point that undercuts a comparably equipped CX-30 by thousands of dollars. For the practical buyer, it represents an opportunity to get that coveted “premium-for-less” feeling from a highly unexpected source.

Which Envista Trim Actually Competes With The CX-30?

2026 Mazda CX-30 rear 3/4 driving viewMazda

To genuinely go toe-to-toe with the Mazda CX-30’s near-luxury interior, you have to skip the lower Envista Preferred and Sport Touring (ST) trims. While lower Buick trims can feel a bit sparse, this trim brings the specific features and material upgrades required to challenge Mazda’s cabin refinement. Crucially, it starts at an MSRP of $29,500. To get a similar level of features in a Mazda, you have to look at the CX-30 2.5 S Premium (starting at $33,640) or the top-flight CX-30 2.5 Turbo Premium Plus, which commands a hefty $37,900.

Related

Here’s Why The Chevrolet Trax’s Rich Cousin From Buick Is Worth The Premium

Is there an upscale alternative to the Chevrolet Trax? Buick has a subcompact crossover that could easily be worth the premium and right for you.

The Avenir Is The Buick Envista Trim Mazda CX-30 Shoppers Quietly Choose

Interior Quality, Technology, And Comfort Features

2025 Envista Avenir front parked outsideBuick

Step into the Envista Avenir, and you are greeted by leather-appointed seating with distinctive stitching, a heated steering wheel, and power-adjustable front seats. The centerpiece is Buick’s Ultrawide Infotainment system, which pairs an 11-inch touchscreen with an eight-inch digital driver display under a single pane of glass. It features wireless Apple CarPlay and Android Auto as standard, and the interface is snappy and intuitive.

2024 Buick Envista Avenir Interior shot showing dashBuick

Mazda counters with its traditional craftsmanship. The CX-30 Premium trims feature richer materials, genuine leather, and tighter panel gaps. Its 10.25-inch infotainment display is controlled via a rotary dial on the center console rather than a touchscreen. The Buick offers a more modern, screen-forward tech experience that is incredibly easy to use. The Mazda feels more like a traditional luxury car, emphasizing tactile buttons and analog-feeling elegance.

Space, Cargo Capacity, And Everyday Practicality

2026 Buick Envista Rear SeatsBuick

Despite its swept-back roofline, the Envista holds a surprising advantage in passenger comfort. With a wheelbase of 106.3 inches, the Envista is slightly more spacious than the Mazda’s 104.5 inches. This gives the Buick 38.7 inches of rear legroom, whereas the CX-30 pinches rear passengers with just 36.3 inches. If you regularly carry adults or teenagers in the back seat, the Envista is unequivocally the more comfortable cruiser. In terms of cargo utility, the numbers are neck-and-neck.

2026 Buick Envista Cargo AreaBuick

The Envista serves up 20.7 cubic feet of space behind the rear seats, expanding to 42.0 cubic feet when folded flat. The CX-30 offers 20.2 cubic feet with the seats up and 45.2 cubic feet with them folded down. The Envista’s liftgate opening is wide, but its sloping rear glass can occasionally limit your ability to haul taller, boxy items.

Related

2024 Buick Envista Avenir – Looks Can Be Deceiving

Designed to accommodate the way most people use SUVs—for urban transport—the Envista looks way more expensive than it turns out to be.

Performance, Efficiency, And Ownership Costs

This is where the two crossovers diverge sharply in philosophy. The Envista Avenir is powered by a 1.2-liter turbocharged three-cylinder engine producing 137 horsepower and 162 pound-feet of torque, paired with a six-speed automatic transmission. It is not fast, routing its power exclusively to the front wheels. However, it earns an EPA-estimated 28 mpg city / 32 mpg highway. Around town, Buick’s signature QuietTuning, which includes active noise cancellation, makes the Envista feel incredibly isolated and serene, even if the engine strains under heavy highway acceleration.

Base Trim Engine

1.2L ECOTEC I3 ICE

Base Trim Transmission

6-speed automatic

Base Trim Drivetrain

Front-Wheel Drive

Base Trim Horsepower

137 HP @5000 RPM

Base Trim Torque

162 lb.-ft. @ 2500 RPM

Base Trim Fuel Economy (city/highway/combined)

28/32/30 MPG

Base Trim Battery Type

Lead acid battery

Make

Buick

Model

Envista

The Mazda CX-30 is built for drivers who love to drive. Even its base 2.5-liter naturally aspirated four-cylinder makes 186 horsepower (returning 26 mpg city / 33 mpg highway). If you step up to the Turbo Premium Plus, you get a roaring 227 horsepower and 310 pound-feet of torque (250 horsepower and 320 pound-feet on premium fuel), though fuel economy drops to 22 mpg city / 30 mpg highway. The CX-30 handles corners with precision, offers weighted, communicative steering, and feels firmly planted.

Warranty Coverage And Long-Term Value

2026 Buick Envista EngineBuick

Both manufacturers offer standard warranty packages that are typical for the industry. Buick throws in the first maintenance visit for oil and filter changes, giving it a tiny edge in initial ownership costs, but from a pure longevity standpoint, the warranties are a wash.

Warranty Type

Buick Envista Avenir

Mazda CX-30

Bumper-to-Bumper

3 years / 36,000 miles

3 years / 36,000 miles

Powertrain

5 years / 60,000 miles

5 years / 60,000 miles

Complimentary Warranty

First Visit Included

None

Related

Every Buick SUV You Can Buy Today: A Complete Guide

Buick’s take on modern entry-level luxury has elevated the brand’s popularity, with these SUVs leading the way.

Is The Buick Envista Avenir The Better Buy?

Where The Envista Delivers More For Your Money

2025 Buick Envista Avenir rear three-quarterBuick

The Buick Envista Avenir wins on pure financial logic. For $29,500, you get a vehicle that looks like a high-end luxury crossover, features a massive digital dashboard, offers genuinely comfortable rear-seat legroom, and keeps the cabin whisper-quiet. To get adaptive cruise control, a power liftgate, a heated steering wheel, and leather seating in a CX-30, you must spend thousands more. The Envista gives you the “premium experience” without forcing you to pay for performance hardware you might not actually care about.

The Trade-Offs Mazda CX-30 Shoppers Need To Consider

Before you sign the papers on an Envista, there are two major trade-offs you must accept. Firstly, the FWD-only limitation. The 2026 Buick Envista is strictly front-wheel drive. There is no all-wheel-drive option available on any trim. For buyers living in heavy snow belts or those who frequent unpaved mountain roads, this is a legitimate deal-breaker. Every single Mazda CX-30 is available with either FWD or the firm’s i-Activ AWD system.

Secondly, the difference in driving dynamics and mechanical cohesion that each of the crossovers offers. The Envista is a commuter car dressed in a tuxedo. It handles predictably and comfortably, but it lacks mechanical enthusiasm. The 2026 Mazda CX-30 features a sophisticated suspension, a smooth transmission, and a chassis that thrives on twisty roads. Mazda’s interior materials also feel more cohesive, whereas the Buick relies on a few cheaper plastics below the dashboard line to keep costs down. The Buick Envista Avenir doesn’t need to be a “Mazda killer” to win your driveway. Mazda retains its crown for driving dynamics, interior material purity, and all-weather capability thanks to standard AWD.

2024 Buick Envista Avenir badgeLyndon Conrad Bell | TopSpeed

However, if your daily driving consists of highway commuting and grocery runs, and you live in a region where front-wheel drive is perfectly adequate, the Envista Avenir presents an undeniable case. It offers the style, tech, and quiet comfort of a luxury vehicle while keeping your out-of-pocket costs safely under the $30,000 mark.

Sources: Buick, Mazda, The EPA

• Porsche is launching a new GT4 race car based on the 911 for the first time.   
• It has the race engine from the 911 Cup, producing 512.  
• It will begin competing next year, with a price of $375,000.   

Since 2016, Porsche has been competing in the GT4 racing category with the Cayman. That changes for 2027, with Porsche basing the new race car on the 911 for the first time.  

It’s called the 911 GT4 R. It has the race engine from the 911 Cup, producing 512 horsepower and 362 pound-feet of torque from its 4.0-liter six-cylinder boxer engine, and a six-speed sequential gearbox with paddle shifters.  

Porsche builds the new GT4 R on the “technical foundation” of the 911 Cup, but there are a few differences. The GT4 R’s wheels are one inch narrower and use a five-bolt mounting pattern instead of the Cup’s center-lock design.  

Photo by: Porsche

The rear wing has 11 adjustment positions, three selectable spring rates, and dual-adjustable dampers. Inside, the GT4 has a 10.3-inch color display, an integrated data logger, and GPS.  

The new 911 GT4 R will cost $375,000, which includes import and delivery in the United States. The car will begin competing next year in the IMSA Michelin Pilot Challenge and SRO Pirelli GT4 America championship.  

In the decade since Porsche joined GT4, the automaker has built more than 1,500 race cars based on the Cayman. Porsche Motorsport North America President and CEO Volker Holzmeyer said:  

‘The expansion of the 911 platform for use in GT4 allows for a simplified transition from Porsche one-make racing into GT4. Race drivers and teams will benefit from a shared platform with the 911 Cup across our Porsche motorsport one-make system and open competition Series across North America.’

11

Source: Porsche

Motor1’s Take: Now that Porsche has killed the combustion-powered Cayman and Boxster, the 911 is the obvious replacement for the GT4. We are excited to see it on the track next year, and we are curious if the new 911 GT4 R race car will spawn a road-going 911 GT4 variant, like the Cayman. 

We want your opinion!

What would you like to see on Motor1.com?

Take our 3 minute survey.

– The Motor1.com Team

Lamborghini has confirmed the Urus Performante is getting a significant powertrain overhaul, with a plug-in hybrid system replacing the outgoing pure-V8 setup when the facelifted model debuts on July 1, 2026. The move marks a fundamental shift for the brand’s most hardcore SUV—one that raises real questions about what a battery pack and electric motor do to a vehicle that was already pushing 4,500 pounds before the extra hardware.

The teasers released ahead of the reveal hint at more than a cosmetic refresh. Carbuzz reporting ahead of the debut suggests the new Urus variant could produce north of 800 horsepower, which would represent a substantial jump over the outgoing Performante’s twin-turbocharged 4.0-liter V8. Car & Driver notes that the PHEV V8 architecture is the only powertrain direction Lamborghini is pursuing for this generation, meaning the pure-combustion Performante is effectively done.

What A PHEV System Adds—And What It Costs

Plug-in hybrid architecture on a performance SUV is a genuine engineering trade-off, not a straightforward upgrade. The electric motor and battery pack add instant torque at low revs—something that can actually sharpen real-world throttle response off the line and out of slow corners. But they also add weight, typically 300 to 500 pounds depending on battery capacity, which lands on a vehicle that was already one of the heaviest performance SUVs on the market.

For the Urus Performante specifically, that weight penalty matters. The outgoing model earned its reputation partly by feeling more agile than its mass suggested—tighter body control, sharper turn-in, and a powertrain that revved with genuine urgency. A PHEV system that adds bulk at the floor threatens that character unless Lamborghini has done serious work on suspension tuning and torque vectoring to compensate. The brand hasn’t confirmed final curb weight figures ahead of the July 1 reveal, so that number will be one of the first things to scrutinize when the full specs drop.

Related

Where Lamborghini Stands On New SUVs As The Brand Seeks Expansion

The Urus is about as big and SUV-like as the company wants to go, but here’s what it could build instead.

Power Figures And Performance Claims Ahead Of The Reveal

Front 3/4 action shot of 2025 Lamborghini Urus Performante driving on roadTopSpeed | Chris Chin

Pre-reveal reporting points to an output figure exceeding 800 horsepower in combined system power — a meaningful leap from the outgoing Performante’s 657 hp. If that number holds, the PHEV system would be doing real performance work, not just serving as a regulatory compliance measure. The electric motor’s contribution at low speeds could also tighten the 0–60 mph time, since instant electric torque fills the gap before the twin-turbo V8 builds full boost pressure.

The outgoing Performante ran 0–60 mph in around 3.3 seconds. A combined output north of 800 hp, paired with electric torque fill, suggests Lamborghini will target a sub-3.0-second figure—though confirmed numbers will have to wait for the official debut. Electric-only range on a performance-focused PHEV of this type typically lands in the 20–40 mile window, enough for urban zero-emission driving but not a meaningful factor on track.

What Changes For Track Days And Real-World Driving Feel

2025 Lamborghini Urus Performante – In MotionChris Chin | TopSpeed

The character shift is where PHEV skeptics have a legitimate point. The outgoing Performante’s appeal was rooted in a high-revving, combustion-first experience—a twin-turbo V8 that built power in a linear, predictable way with a soundtrack to match. A hybrid system introduces a new variable: the transition between electric-only, combined, and combustion-priority modes. Done well, that transition is seamless. Done poorly, it creates hesitation or an artificial feel that breaks the driver’s connection to the car.

Lamborghini’s own hybrid experience with the Revuelto suggests the brand understands how to calibrate these systems for performance rather than economy. The Revuelto’s three-motor hybrid setup prioritizes driver feel over efficiency metrics, and the expectation is that the Urus Performante PHEV will follow a similar philosophy — using the electric motor as a performance tool rather than a fuel-saving measure. On track, the added torque could genuinely improve mid-corner exit acceleration. The weight, however, remains the open question that no amount of software tuning fully solves.

Facelift Details And What To Watch On July 1

Lamborghini’s teasers ahead of the reveal show updated aerodynamic bodywork consistent with a mid-cycle facelift—sharper lines and revised front and rear fascias that bring the Urus closer to the current Huracán and Revuelto design language. The visual updates appear meaningful rather than token, though the powertrain story is clearly the headline.

The confirmed specs to watch when the July 1 reveal goes live: total system output, official curb weight, 0–60 mph time, and electric-only range. Those four numbers will determine whether the PHEV Urus Performante is a genuine step forward or a heavier car wearing a bigger horsepower badge. Given Lamborghini’s track record with the Revuelto’s hybrid integration, there’s reason for cautious optimism—but the proof will be in the driving impressions that follow.

Sources: Carscoops, Car & Driver, Carbuzz

During a visit to Koenigsegg’s factory in Sweden for the unveiling of its latest Lego project dedicated to the Sadair’s Spear, I asked Christian von Koenigsegg a question that’s more relevant today than ever before: “Where does the company stand on building electric cars?”

With Ferrari recently unveiling the Luce, and some of its other competitors at least discussing electrification, it would make sense that Christian and his team have at least considered the idea. For now, at least, Koenigsegg models leave the Ängelholm plant with either internal combustion power or hybrid systems. And that doesn’t appear to be changing anytime soon.

There’s no technological shortfall behind that decision, nor a lack of know-how: the company’s founder and CEO is convinced Koenigsegg would have all the capability to build an electric hypercar, if it wanted to. It simply doesn’t see that as the right path right now for the kind of car it wants to make.

This story originally appeared on Motor1 Italy

Koenigsegg Sadair’s Spear

Photo by: Koenigsegg

A Decade’s Difference

What’s most striking is his admission that his thinking has changed over time. He told me: 

‘If you’d asked me 10 years ago, I probably would have thought that by 2026 we’d already have an electric Koenigsegg.’

Back then, he viewed EVs the way much of the industry did: the natural endpoint for high-performance cars. Then something shifted—and not because of spreadsheets or outright performance figures. For von Koenigsegg, the internal combustion engine does far more than push the car forward.

Vibration, sound, mechanical response, character: those are elements he believes build a driving experience that can’t be replaced in the hypercar world. He uses an image that captures the idea well: a combustion-powered car can feel almost like a living organism, while an EV—no matter how quick or advanced—operates on a different emotional level.

‘It never becomes an animal.’

Photo by: Koenigsegg

Performance Over Everything

Koenigseggs, the founder emphasizes, aren’t built to solve everyday transportation. They have air conditioning, comfortable seats, modern infotainment—sure—but those are features you can also find in far less expensive cars. He notes:

‘The real value of a hypercar is elsewhere: in the design, in the engineering, in the sensations it delivers, in the almost emotional bond between driver and machine.’

That’s why, in his view, the combustion engine isn’t a stopgap technology destined to disappear as soon as a viable alternative arrives. It’s integral to what Koenigsegg wants to offer.

Then there’s the environmental question, which von Koenigsegg approaches from a different angle than what typically dominates the public debate. He tells me: 

‘With hypercars, you can’t compare EVs and combustion engines using the same criteria as mass-market cars. A vehicle with a very large battery has to be driven a lot to ‘pay back,’ environmentally speaking, the impact of producing that battery. But hypercars are driven very little—often they sit for years in collectors’ garages—and that break-even point might never come.’

Photo by: Koenigsegg

The estimates he cites point to about 50,000 miles as the threshold beyond which a car with a small battery—or no battery—would be more advantageous than a pure EV. With renewable fuels or biofuels, that threshold rises to about 87,000 miles.

‘Not everyone agrees with that interpretation, but it helps explain the logic behind the company’s technical choices.’

Koenigsegg hasn’t ignored electrification, though. The company had also started work on a fully electric platform. In the end, however, it concluded that a hybrid setup was the best balance for what its customers want. A relatively small battery allows electric driving in the city, access to restricted-traffic areas, and quiet operation when needed.

It also enables regenerative braking, reducing the materials required compared with an enormous battery pack. That’s the philosophy on display in the Gemera, where combustion and electric power work together for maximum performance without sacrificing versatility.

Von Koenigsegg doesn’t completely rule out a fully electric hypercar. A lot will depend on how regulations evolve and, above all, on battery technology: if packs become lighter, more compact, and less dependent on critical raw materials, some of his current objections could carry less weight.

At that point the conversation would shift to other issues, like overall vehicle mass and driving feel. For now, though, the company’s position is clear: in hypercars, Koenigsegg believes that engine still delivers something no alternative has managed to replicate.

Photo by: Koenigsegg

Today, Koenigseggs run on E85, a blend that’s mostly ethanol with some gasoline. That gasoline portion, according to von Koenigsegg, could one day be replaced with synthetic fuels. He also outlined a more ambitious scenario: fuels produced using CO2 captured directly from the atmosphere and renewable energy, where part of the collected carbon dioxide would be permanently stored underground, and the rest would be used to produce fuel.

It’s a process that, he says, could even lead to a net-negative climate balance. As for what all of that might cost, von Koenigsegg joked about it as a kind of “tax on nature”—a quip that sums up his approach well: keep developing the internal combustion engine, while finding increasingly sustainable ways to run it.

We want your opinion!

What would you like to see on Motor1.com?

Take our 3 minute survey.

– The Motor1.com Team

For the longest time, Harley-Davidson has conjured chrome, long wheelbases, V-twin rumble, and open highway. That’s the image the brand has spent a century building, and for most of that century, it worked spectacularly well. You knew exactly what you were getting when you walked into a Milwaukee showroom. You weren’t there to buy a motorcycle that could handle a gravel switchback or come equipped with nine riding modes and a lean-sensitive ABS system. You were there to buy a low-slung head-turner. Thus, with a century-long dominance in this space, trying to depart from the formula is a massive gamble. Yet, the brand did exactly that and proved skeptics wrong in a surprising manner.

Harley-Davidson Made A Bold Leap Beyond Asphalt In 2021

2026 Harley-Davidson CVO Road Glide STHarley-Davidson

There’s something almost absurd about the idea of Harley-Davidson building an adventure motorcycle. For decades, the brand’s identity was synonymous with low-slung cruisers, highway-eating tourers, and bikes that never, under any circumstances, go near a dirt road. The core audience liked it that way.

So when the company announced it was going to take on the adventure bike segment — a world dominated by German engineering — the reaction was about what you’d expect. Polite skepticism from the press. Open mockery on forums. And a lot of very loyal Harley riders were wondering out loud what Milwaukee was thinking. Yet, against all odds, this wild gamble didn’t just survive—it absolutely crushed expectations.

Rider off-roading in the trails with the BMW R 1300 GSBMW Motorrad

The ADV crowd has always been a particular kind of opinionated. These are riders who debate suspension geometry over breakfast and have strong opinions about tire compounds. The benchmark machines — BMW’s GS, the KTM Super Adventure, the Ducati Multistrada V4 — had been refined over decades by engineers who’d grown up building serious off-road and performance hardware. The idea of Harley-Davidson entering that conversation with a credible machine felt, to many, like a category error.

The criticisms started the moment concept images surfaced. It’ll be too heavy. It won’t handle the dirt. Harley riders don’t wear full-face helmets and Klim gear. Some of those shots were fair. Most weren’t. What the skeptics missed was that Harley wasn’t trying to build something that looked like an adventure bike — they were genuinely engineering one from scratch.

The Harley-Davidson Pan America 1250 Special Won Over Skeptics

Base Price: $19,999

2021 Harley-Davidson Pan America 1250 SpecialHarley-Davidson

When the Harley-Davidson Pan America 1250 Special arrived in early 2021, it arrived as a clean-sheet machine. Not a cruiser with longer suspension travel bolted on, not a marketing exercise dressed up in rally-raid colors. The bike has remained relatively unchanged since its launch — a testament to how well Harley got it right the first time. The Revolution Max 1250 engine was developed specifically for this platform, sharing its 60-degree V-angle with the brand’s legendary VR1000 superbike project. The frame, the geometry, the electronics suite — none of it borrowed from anything Milwaukee had made before.

Critics who rode it early came back with the same general expression: mild disbelief. One publication called it a brilliant adventure bike in its own right, one that could hold its head up high against the best that European and Japanese manufacturers offer — and went as far as suggesting it lays a strong claim to being the best bike the company has ever built, if you look at handling and performance both on-road and off.

How A First-Gen Contender Outsold The Established Giants

2021 Harley-Davidson Pan America 1250 SpecialHarley-Davidson

The results were shocking. Within months of its debut, Harley-Davidson was bragging that the Pan America 1250 Special had become the best-selling adventure touring motorcycle in North America. The company even announced that it had sold out its entire 2021 allocation of Pan Americas. Industry data backed this up: Harley’s earnings call reported over 4,000 Pan Americas shipped by mid-2021 – roughly a thousand more than any competitor.

In other words, Harley had quietly leapfrogged BMW’s flagship GS series and KTM’s stalwart 1290 Adventure, at least in initial sales, even though the Harley was only on sale for three quarters of the year. Die-hard sport-tourers and dirt riders who swore they’d “never buy a Harley” found themselves putting down deposits after demo rides. The shockwaves were real: BMW, KTM, and others had long held this segment, and suddenly a Milwaukee newcomer was outselling them.

Related

10 Most Affordable Harleys You Can Buy Right Now

Harley-Davidson’s most affordable models are a pleasantly surprising mix

The Revolution Max 1250 Engine Is Harley’s Most Advanced Powerhouse

Close up engine shot of the Harley-Davidson Pan America 1250 SpecialHarley-Davidson

The Revolution Max 1250 engine produces 150 hp at 8,750 rpm and 94 lb-ft of torque at 6,750 rpm. Those numbers, on a Harley-Davidson, still feel slightly surreal in 2026. The liquid-cooled 1,252cc V-twin uses variable valve timing (VVT) to widen its powerband significantly, delivering tractable torque at low revs while continuing to pull cleanly all the way to the top of the tachometer. The best thing, however, is that it never feels as if there is too much power for the chassis.

That balance is harder to achieve than it sounds, and it’s one of the reasons Pan America works as a complete motorcycle rather than just an impressive spec sheet. It isn’t a traditional Harley engine. It revs freely, it pulls hard all the way through the range, and it does so with a refinement the air-cooled Milwaukee-Eight was never asked to deliver.

Exhaust Note That Reminds Us It’s a V-Twin

Front three-quarter shot of two Harley-Davidson Pan America 1250 Special parked outdoors.Harley-Davidson

Harley managed to keep enough character in the engine note to remind you what you’re riding. It’s not the thunderous, low-frequency thump of the touring lineup, but there’s enough V-twin pulse at idle and low revs to feel distinctly American. One honest caveat worth mentioning is the radiant heat present at low speeds in warm weather, particularly in stop-and-go traffic. It’s a consequence of the engine’s exhaust routing.

Built To Handle Roads Harleys Don’t Belong On

Rider on a 2024 Harley-Davidson Pan America 1250 SpecialHarley-Davidson

The rear suspension on the Pan America 1250 Special uses a Showa monoshock with automatic preload control and semi-active compression and rebound damping, offering 7.5 inches of travel. The semi-active system reads road conditions continuously and adjusts in real time, which is particularly noticeable on broken tarmac and gravel. The geometry backs that up. Rake and trail figures sit in the same ballpark as the GS, and real-world cornering behavior reflects that. Thus, the Pan America is as true an adventure bike as any BMW GS or KTM Super Adventure.

2026 Harley-Davidson Pan America 1250 Special in orange static on an off-road courseHarley-Davidson

Adaptive Ride Height taps into the semi-active suspension to lower the seat when the bike comes to a stop, helping especially newer and smaller riders put a foot or two firmly on the ground, and automatically returns to normal ride height when moving. This feature surprised people the most when they first encountered it. While it was only present on the premium variant earlier, it is now standard on the Pan America. This allows riders to switch between 31.1-inch and 32-inch seat heights. On a motorcycle that weighs just under 580 lbs, the ability to confidently get a foot down at every intersection is a desired feature for most riders. No direct rival at this price point offers anything comparable as a factory fitment.

Related

The Three-Year-Old Adventure Bike Worth Buying In 2025

Resale values for high-end luxury motorcycles continue to tumble, and this adventure bike might be the worst affected

Premium Electronic Features Right From The Factory

Harley-Davidson Pan America 1250 SpecialHarley-Davidson

The Pan America 1250 Special’s Rider Safety Enhancements system includes Cornering ABS and Traction Control, with the cornering-enhanced version adjusting for lean angle to keep things smooth and steady. Wheelie control, hill hold control, and TPMS round out a safety net that covers most of what a rider could realistically encounter across mixed terrain.

Topping things, nine pre-programmed ride modes are accessible through the system, spanning Rain, Street, Sport, and multiple off-road profiles. The Custom mode lets experienced riders dial in their preferred combination of throttle response, ABS sensitivity, traction control threshold, and suspension behavior independently — so the bike can be set up exactly as the rider wants rather than as a compromise across presets.

Infotainment And Connectivity Via A Massive TFT

Infotainment shot of the Harley-Davidson Pan America 1250 Special.Harley-Davidson

The 6.8-inch TFT color touchscreen features tap-and-swipe control that works even while wearing gloves, with Bluetooth connectivity via the H-D Connect system letting riders sync routes, playlists, and incoming calls and texts directly to the display. The Adaptive Forward Lighting system adjusts the LED headlight based on lean angle — a genuinely useful feature on winding mountain roads after dark.

Where the Pan America still trails the very best European rivals is in turn-by-turn navigation refinement. BMW’s connectivity interface, offered in the R 1300 GS, offers a more polished mapping experience with tighter smartphone integration. Riders have pointed out that while Harley’s system is capable and intuitive, it hasn’t quite reached that level of seamlessness.

Source: Harley-Davidson

• BMW M CEO Frank van Meel said he would ‘love’ a new M1.  
• It has been nearly 50 years since BMW produced the last  M1.  
• BMW had planned to launch a successor in 2022, but it launched the XM crossover instead.  

The legendary BMW M1 might have only been around for a few short years, but its impact has been massive. It has been nearly half a century since the wedge-shaped, mid-engined supercar entered production, but it is one model that even today’s BMW executives can’t stop thinking about.  

“I’m in love with the original M1, but I would love to do a new one,” said Frank van Meel, BMW M’s boss,  in an interview with BMWBlog. Oliver Heilmer, the head of M Design, echoed similar sentiments to the publication.  

BMW Vision M Next Concept

While BMW has never made a proper M1 successor, the automaker has considered it on several occasions and even came close to producing a new one based on the 2019 Vision M Next Concept. It has a 600-horsepower four-cylinder plug-in hybrid hypercar that was “95 percent finished,” according to BMW author and historian Steve Saxty.  

The automaker was planning to launch the car sometime in 2022. Instead, BMW shifted its focus to the XM SUV and marketed the XM as the M1 successor. It has not been the hit that BMW was hoping for, with the automaker discontinuing the base version for 2026 and slashing the price of the XM Black Label.

96

Motor1’s Take: While van Meel might love to do a new one, such a car is unlikely to arrive anytime soon from the automaker. A mid-engine supercar would require a considerable investment at a time when the industry’s future remains so uncertain. Spending that kind of money on such a low-volume model makes no sense right now. 

We want your opinion!

What would you like to see on Motor1.com?

Take our 3 minute survey.

– The Motor1.com Team

Depreciation is the most expensive thing about owning a performance car, and almost nobody factors it in. It is also no respecter of badges. Some of the most desirable machines on sale bleed value the second they leave the lot, and right now, one of the worst offenders wears a Porsche crest. The Taycan is a brilliant electric GT, but it also loses close to half its value in five years, around 47 percent by iSeeCars‘ math, which can mean $70,000 gone on a loaded car.

Not every sports car plays that game. A handful shrug off depreciation the way the Taycan attracts it. These five hold more of your money than Porsche’s electric flagship, ranked by how little of their value they surrender over five years. Lowest depreciation wins. We have deliberately not included the torchbearer, the 911, since it is the yardstick for depreciation standards in general. But, for the curious folks, the iconic sports car depreciates between 11.1- and 19.5-percent in five years. iSeeCars also notes that the industry average is 40-percent and the sports car depreciation average is 24-percent over five years.

Models are listed in descending order based on five-year depreciation, from the highest to the lowest.

5

Toyota GR Supra

Five-Year Depreciation: 24.0-Percent

2026 Toyota GR Supra MkV Final Edition front shotAmee Reehal | TopSpeed

The Supra borrows its straight-six and its bones from BMW, then holds value the way a Toyota should. The 3.0-liter turbocharged inline-six punches out 382 horsepower and 368 pound-feet, drives the rear wheels, and fires off zero to 60 mph in around four seconds flat. It is quicker and far sharper than the badge snobs want to admit, and the addition of a proper six-speed manual fixed the one thing purists ever held against it.

The cockpit is pure BMW, which is no bad thing. A clean iDrive-based infotainment system, deeply supportive sport seats, and a snug two-seat layout wrapped tight around the driver. Storage is slim, and you will catch some wind buffeting with the windows down at speed, a well-documented quirk, but the cabin feels genuinely expensive and bolted together with German precision.

2026 Toyota GR Supra MkV Final Edition rear 3/4 shotAmee Reehal | TopSpeed

That German heart is a blessing on the reliability front. The B58 is widely regarded as one of the most dependable engines BMW has ever built, and Toyota’s calibration and quality control only sharpen it. Owners report largely trouble-free miles, with the usual asterisks about slightly thirsty oil consumption on early cars and pricier servicing when BMW-sourced parts are involved. Keep to the schedule and it is a true long-hauler.

Engine

3.0L turbocharged inline-six

Horsepower

382 hp

Torque

368 lb-ft

Drivetrain

Rear-wheel drive

Transmission

8-speed automatic (6-speed manual optional)

Starting in the high $40,000s, the GR Supra sheds just 24 percent over five years, and the looming end of production only sharpens used demand. Stuttgart-grade pace, without the Stuttgart depreciation.

4

Subaru BRZ

Five-Year Depreciation: 23.7-Percent

Front 3/4 shot of 2026 Subaru BRZ parkedSubaru

Mechanically the GR86’s twin, the BRZ plays the same game with a Subaru badge and slightly tighter supply. Same 2.4-liter boxer four, same 228 horsepower and 184 pound-feet, same rear-drive six-speed manual, same sub-3,000-pound curb weight, same gloriously low-slung balance. On the road the two are near-impossible to tell apart, and that is a compliment to both.

The cabin mirrors the Toyota with marginally more grown-up styling. Same eight-inch touchscreen, same crisp digital cluster, same refusal to clutter the place up with things you do not need. Subaru tunes the dampers a touch differently, so the BRZ feels a hair more planted at turn-in, but you are buying either twin for the same reason: a pure, talkative chassis with nothing standing between you and the road.

Rear 3/4 action shot of 2026 Subaru BRZ driving on trackSubaru

It shares the GR86’s FA24 engine and therefore the same story. Reliable in street use, with the same track-day caveat about oil starvation and the same inexpensive oil-pickup fix that puts it to bed. Subaru’s long reputation for boxer engines and symmetrical all-wheel drive does not apply to this rear-driver, but the brand’s hard-wearing simplicity does. This is a low-stress car to own.

Engine

2.4L flat-four (naturally aspirated)

Horsepower

228 hp

Torque

184 lb-ft

Drivetrain

Rear-wheel drive

Transmission

6-speed manual (6-speed automatic optional)

At around $35,900 new, the BRZ hands back better than 76 cents on the dollar after five years, helped by that tighter supply keeping used buyers hungry. Proof you do not need horsepower to beat depreciation. You need the right car, built in the right numbers.

Related

The Daily Driver With Japanese Reliability And Porsche-Level Driving Feel

Discover how the Toyota GR86 delivers a Porsche-like drive at an affordable price—blending reliability with everyday thrills.

3

Chevrolet Corvette

Five-Year Depreciation: 18.7-Percent

A front and side view of a 2026 Chevrolet Corvette Stingray drivingChevrolet

Here is where it gets interesting. The mid-engine C8 Corvette serves up genuine supercar pace for sports-car money. The 6.2-liter V8 makes 490 horsepower and 465 pound-feet, the Z51 cars crack zero to 60 mph in under three seconds, and there is not a manual in sight, just a razor-sharp eight-speed dual-clutch that snaps through gears like a race car.

Step inside and the old Corvette stigma is gone. The squared-off, driver-wrapped cockpit divides opinion, and that long spine of climate buttons down the center console is a love-it-or-hate-it flourish, but the materials, the available leather, and the build quality finally match the way the car moves. Two seats, a frunk up front and a trunk out back, and just enough room for a weekend away. This is a Corvette you can actually live with.

A rear-end shot of a red 2026 Chevrolet Corvette Stingray at a golf courseChevrolet

For a mid-engine exotic on paper, the C8 is reassuringly sane to own. RepairPal scores it 3 out of 5 with average annual repair costs around $737, and J.D. Power owners rate recent cars in the low-to-mid 80s out of 100. Early 2020 builds had transmission-pan leaks and the odd infotainment glitch, both largely sorted from the 2021 model year on. Buy a post-2021 example and the worry list is short.

Engine

6.2L V8 (LT2)

Horsepower

490 hp (495 hp with performance exhaust)

Torque

465 lb-ft (470 lb-ft with performance exhaust)

Drivetrain

Rear-wheel drive

Transmission

8-speed dual-clutch automatic

Starting around $70,000, it loses just 18.7 percent over five years, less than half the Taycan’s rate, and clean examples still command strong money. The badge says Chevy. The resale value says something far more expensive.

2

Toyota GR86

Five-Year Depreciation: 14-Percent

2027 Toyota GR86 front shotToyota

The GR86 runs a 2.4-liter flat-four good for 228 horsepower and 184 pound-feet, sends every bit of it to the rear wheels through a short-throw six-speed manual, and tips the scales at a featherweight 2,811 pounds. That is enough for a zero to 60 mph run in the low five-second range and a grin that never quite fades.

Inside, it is all business in the best way. An eight-inch touchscreen with wireless Apple CarPlay and Android Auto, a configurable digital gauge cluster that reshuffles itself in track mode, and a pair of snug front seats that pin you exactly where you want to be. The rear seats are a polite fiction and the materials are honest rather than plush, but nothing in here pulls your attention off the drive. That is the whole idea.

2027 Toyota GR86 side shotToyota

The FA24 boxer is a dependable daily companion, with one caveat: a handful of owners have reported engine trouble under sustained hard track use, traced to oil starvation rather than any street-driving flaw. A cheap, one-time oil-pickup inspection settles most of those nerves, and Toyota has stood behind the cars under warranty. Treat it as a road car, which is what the vast majority are, and it will run happily for years.

Engine

2.4L flat-four (naturally aspirated)

Horsepower

228 hp

Torque

184 lb-ft

Drivetrain

Rear-wheel drive

Transmission

6-speed manual (6-speed automatic optional)

The 2026 GR86 starts around $31,400 and gives back roughly three-quarters of that after five years. For the cheapest real sports car here, that is a quietly remarkable trick. The Taycan should be so lucky.

Related

14 Affordable Alternatives To The Porsche 911 In 2026

These sports cars prove that you can still find the magic and thrill of a proper sports car for less than the price of a Porsche 911.

1

Porsche 718 Cayman

Five-Year Depreciation: 9.6-Percent

2026 Porsche 718 Cayman front 3/4 shotPorsche

And the winner is a Porsche. Of course it is. The 718 Cayman is the single best value-retaining vehicle in America right now, full stop, losing just 9.6 percent over five years against the Taycan’s 47. Same crest, same showroom, two completely opposite outcomes. The base car’s 2.0-liter turbo flat-four makes 300 horsepower, the mid-engine balance is sublime, and zero to 60 mph lands in the four-second range, with the S and GTS turning the wick up considerably from there.

The cabin is classic Porsche: low, focused, and built around the driver with switchgear that feels milled rather than molded. It is less insulated than a plush luxury GT, so road and engine noise filter through, but enthusiasts file that under feedback, not fault. Updated infotainment on later cars tidies up the one genuine weak spot, and the twin trunks, one up front and one out back, make it quietly practical for a two-seater.

A rear 3/4 view of a yellow 2023 Porsche 718 Cayman GTSPorsche

Porsche build quality does the heavy lifting on reliability, and the 718 is sturdy by sports-car standards. Owners flag the water pump as the main wear item, typically due attention around 30,000 to 40,000 miles, plus the usual direct-injection carbon cleanup further down the line. Annual service runs roughly $800 to $1,200. Look after it, and it stays tight for the long haul, which is precisely why the used market refuses to let these go cheap.

Engine

2.0L turbocharged flat-four (base)

Horsepower

300 hp

Torque

280 lb-ft

Drivetrain

Rear-wheel drive

Transmission

6-speed manual (7-speed PDK optional)

Starting around $73,000, it is the proof sitting in the headline. You can beat a Porsche on resale. You just might have to buy a Porsche to do it.

TopSpeed’s Take

A front-quarter render of the Porsche Taycan Turbo SPorsche

Depreciation does not care how good your car is, only how many people want it used. The Taycan is brilliant, and the market still will not pay for it. These five do the opposite. Buy any of them new, drive them hard, and sell without that sinking trade-in feeling. Four of them manage it without the Porsche badge. The fifth proves the badge was never the problem.

Source: OEMs, iSeeCars, RepairPal, J.D. Power

• Each Defender spent 400 hours in the paint shop.
• The Spectral Green finish transitions between green, purple, and gold.
• The 110 Double Cab Pick‑Up is a new addition to the Classic Defender restoration and customization program.

It’s been a little over a decade since Land Rover built the last of the original Defender, ending a 67-year production run. While the Ineos Grenadier is widely regarded as a spiritual successor to the venerable off-roader, there’s still a way to get an actual Defender straight from Land Rover. No, the company won’t build you one from scratch. Instead, it sources an existing vehicle built between 2012 and 2016.

The Land Rover Classic division will remaster an original Defender and even shoehorn a V8 engine under the hood. One deep-pocketed customer went to town by ordering a quartet of models: a 90 Station Wagon, a 90 Soft Top, a 110 Station Wagon, and the new 110 Double Cab Pick Up. Beyond the naturally aspirated 5.0-liter engine, the four Defenders share another distinctive feature: a color-shifting finish.

Each Defender spent nearly 400 hours in the paint shop receiving a special Spectral Green finish that shifts from green to purple and gold depending on how the light hits the body. The wealthy customer didn’t hold back, asking Land Rover to extend the special finish to the 18-inch wheels and exterior badges. Even the center console received the chameleon treatment.

Photo by: Land Rover

In contrast to the Spectral Green paint, the roof and expedition cage on all four vehicles feature an Icy White finish. They also feature Defender lettering on the hood and a hand-painted coachline in the same shade of white. The interior hasn’t been neglected either, as the off-roaders are trimmed in leather with green stitching. While these vehicles retain the usual 3.5-inch display, buyers can now opt for a much larger 9-inch touchscreen with Apple CarPlay and Android Auto.

Classic Defender V8 models can also be ordered with new features such as a reversing camera, complete with a built-in washer, neatly integrated into the rear bumper or optional step. Additional roof colors and 16-inch wheel designs round out the list of updates. Beyond the options catalog, Land Rover says there are “near-infinite” ways to customize its legendary Defender for those with virtually unlimited budgets.

9

Source: Land Rover

Motor1’s Take: These Defender builds are too flashy for our tastes, but they demonstrate the sheer depth of the personalization program. As long as the check clears, Land Rover will build you an old-school V8-powered SUV or pickup exactly the way you want it. The company hasn’t disclosed how much this customer paid, but with prices starting at around £200,000 before options, the total for all four could easily approach £1 million.

We want your opinion!

What would you like to see on Motor1.com?

Take our 3 minute survey.

– The Motor1.com Team

It’s a known fact that the popularity of adventure bikes has risen tenfold in this decade. Not only do we have several full-blown luxury ADVs (such as the Ducati Multistrada V4 Rally), but we also have more middleweights and entry-level examples than ever before. The latter is where Japanese manufacturers dominate over European rivals, offering capable ADVs around the $10,000 mark. That’s what we’re focusing on today, as we tell you the mid-weight Japanese ADV that does it all.

Suzuki, Yamaha, And Honda Have Capable Middleweight Adventure bikes

2023 Suzuki V-Strom 800DE and 800DE AdventureSuzuki

Suzuki, Yamaha, and Honda have all introduced new middleweight adventure bikes in the recent past. Yamaha started things off with the Tenere 700, then Honda created the XL750 Transalp, and Suzuki whipped up the V-Strom 800DE. All three follow the same recipe, featuring parallel-twin engines, 21-inch front wheels, steel frames, and long-travel suspension. Interestingly, Suzuki has also kept its capable V-Strom 650XT on sale.

But Kawasaki Remains Absent From The Party

Kawasaki

Kawasaki is the only Japanese giant without a legitimate middleweight adventure bike. Sure, it lists the Versys 650 under “Adventure/Tourer” but the 17-inch wheels and road-biased suspension tell a different tale. Also, there’s only the LT version in the US, which comes standard with hard saddlebags—again showing the on-tarmac bias.

The Yamaha Tenere World Raid Is The Middleweight Japanese ADV That Does It All

2026 Yamaha Tenere 700 World Raid sliding along an off-road trail, front third quarter cinematic zoomed out viewYamaha Motorsports

While the above-mentioned bikes are really capable, our mid-capacity do-it-all ADV pick is the new-for-2026 Yamaha Tenere 700 World Raid. Why, you ask? Well, because it is based on the already proven Tenere platform, which means you can ride it on the road or through the toughest of terrain without worry. When doing the former, you’ll appreciate the long-range ability, thanks to a bigger rally-style fuel tank setup. And during the latter, the notable updates in the suspension department will make their presence felt.

$12,999 Seems Steep Compared To The Competition

A 2026 Yamaha Tenere 700 World Raid cruising on tarmac, front fascia cinematic rolling shotYamaha Motorsports

These abilities do come at a cost, though. The MSRP is set at $12,999, which makes it $1,200 pricier than the V-Strom 800DE but a few hundred dollars cheaper than the V-Strom 800DE Adventure. The Transalp is unbeaten price-wise in the segment (it costs just $9,999 even after recent updates), but you don’t get the same off-road or long-range abilities.

Related

The Adventure Bike That Proves You Don’t Need More Horsepower To Win

70 horsepower might not sound like a lot, but when you have a punchy delivery, it is enough for serious fun all over

High-End KYB Suspension Enables Hardcore Off-Road Abilities

Yamaha

If you’re getting a middleweight ADV, there’s a high chance you want to take it off the road. And that’s where the World Raid excels. You get 46 mm KYB upside-down forks (beefiest in the class) with Kashima coating for low friction. These have been tuned for better absorption than the standard Tenere. The opposite end has a KYB monoshock with a new arm relay and connecting rod for improved confidence. Full adjustability is present, and travel is near-class-leading (9.05 inches front and 8.66 inches rear).

High-Strength Spoke Wheels With Pirelli Tires

Yamaha

Boosting the ruggedness are high-strength spoke wheels. They measure 21 and 18 inches front and rear, while being shod with Pirelli Scorpion Rally STR tires. Two 282 mm front discs and a 245 mm rear disc provide braking power, which is the same setup as the normal Tenere. A bit of a bummer since the World Raid is heavier than the standard Tenere.

Curb Weight Is Over 480 Pounds

Yamaha

Speaking of which, the Tenere World Raid weighs 485 pounds fully fueled. This is 26 more than the standard bike, but the figure slots it between its two contemporaries (the 507-pound V-Strom 800DE and the 463-pound XL750 Transalp). What will make life difficult is the seat height. Thanks to the new rally seat, the seat height now lies at a whopping 35 inches. Vertically challenged folks, beware here.

Rally-Style Tanks Ensure Over 300 Miles Of Riding Range

Yamaha

The increase in weight is thanks to the larger fuel capacity. A rally-style dual-tank setup with 6.1 gallons of capacity takes over in place of the 4.2-gallon single tank setup on the standard bike. With the claimed efficiency at 54.5 MPG, an overall range of close to 330 miles should be possible. That is higher than any other middleweight ADV and just about 40 miles short of the BMW R 1300 GS Adventure (the ADV with the longest tank range in the market as of now).

Yamaha’s Popular CP2 Engine Brings The Firepower

Yamaha

The fuel efficiency is thanks to the CP2 engine that remains in the exact same tune as the Tenere 700. So the 689cc parallel-twin engine produces 72 horsepower and 50 pound-feet. The former peaks at 9,000 RPM while the torque kicks in at 6,500 RPM. The mill has proven its mettle quite well over the years, be it in terms of usability or reliability. That’s primarily why Yamaha hasn’t fiddled with it much since its inception. You do get a new airbox in 2026, said to boost low-end grunt.

Engine

Power

Torque

Transmission

689cc, parallel-twin

72 HP @ 9,000 RPM

50 LB-FT @ 6,500 RPM

Six-speed

A Quickshifter Is Missing

Yamaha

All the power is sent to the wheel via a six-speed transmission. The setup pairs up with a slip and assist clutch, but there is no quickshifter. The latter is a miss, considering its cheaper rivals have a two-way quickshifter as standard inclusion.

Related

The ADV That Feels Light Off-Road And Stable At 80 MPH

This middleweight ADV set the benchmark at launch and still balances capability with usability from light off-road to stable highway rides.

Likable Electronic Aids Sweeten The Package

Yamaha

While there is no quickshifter, the World Raid does bring extra equipment over the standard Tenere 700. Most notably, you get lean-sensitive traction control, slide control, and ABS. These operate thanks to a six-axis IMU that tracks acceleration and angular velocity in the pitch, roll, and yaw directions. Three modes (STREET, OFF ROAD, and OFF) for the traction control and slide control give you further adjustability, while the ABS has a dedicated button to switch it off.

Topped With A 6.3-inch TFT Screen

You can access all these via the 6.3-inch TFT instrument cluster. It is laid out in a vertical style (like rally bikes), and it comes armed with smartphone connectivity. Cruise control and a speed limiter are also present. Finally, there is an adjustable steering damper to support your full send shenanigans.

Ford Thunderbird (2001)

After building Thunderbirds in ten generations for 42 years, Ford discontinued the nameplate in 1997, but then brought it back five years later. Like the original T-bird, but unlike any of the nine in between, this version was a two-seat convertible, and was based on the same platform as the Jaguar S-Type and Lincoln LS.

After an initial flurry of interest, sales fell sharply, leading to the cancellation of the model after just four years. Perhaps a truly modern Thunderbird would have been more successful than a retro tribute, and perhaps also Ford had been right to abandon the two-seat convertible configuration in the late 1950s, and wrong to bring it back in the following century.

Lincoln Blackwood (2002)

Ford’s luxury brand made the unusual decision to produce a pickup truck in 2002. Based on the contemporary F-150, it was resoundingly unpopular, and stayed on the market for just one model year in the US and one more in Mexico.

Lincoln’s next effort, the Mark LT, was barely more successful. Even in combination, they didn’t come close to GM’s equivalent, the Cadillac Escalade EXT, which wasn’t exactly a big hit either. The message seems to be that no matter how much you want to put a luxury pickup on sale, don’t do it.

Ford Five Hundred (2004)

Ford’s second largest saloon of its period, after the Crown Victoria, was sold only in the 2005 to 2007 model years and was based on a platform inherited from Volvo, which made this car a slightly unlikely sibling of the Volvo XC90 Mk1. The Five Hundred’s lack of success has been attributed to its conservative styling, which was widely criticised. Ford designer J Mays admitted that the look of the Five Hundred was problematic. “It’s just lacking in the emotional appeal that we should have put into it,” he admitted in one interview, though this was not the whole story.

In another interview, talking about the same car, he hinted at another reason by saying, “I’ve been at the company 13 years and I’ve been through five CEOs. Some of those CEOs have had more conservative tastes than others.” Ford’s latest CEO, Alan Mulally who arrived in 2006, ordered an immediate re-design and the revival of the Taurus nameplate, which he said had much greater brand equity, having been around between 1986 and 2005; this seemed to improve sales, especially when an all-new Taurus arrived in 2010.

• Polestar has announced it will no longer be able to sell cars in the US starting with the 2027 model year.  
• The US is implementing a new rule that restricts the import and sale of connected vehicles linked to China or Russia.  
• Polestar will continue to sell the existing stock of Polestar 3 and Polestar 4 models.

Polestar has announced today that it will no longer sell cars in the United States starting with the 2027 model year. The US Department of Commerce did not grant the automaker authorization to sell cars under the new US Connected Vehicles Rule.  

The new regulation, announced in 2025 to start for the 2027 model year, restricts the import and sale of certain cars with connected vehicle technology linked to China or Russia. Polestar is owned by Volvo and Geely Holding Group, the Chinese corporation that operates Geely Auto.

Volvo was granted authorization to import and sell vehicles at the end of May. According to a recent Reuters report, Ford is currently seeking authorization for its China-built Lincoln Nautilus SUV.  

According to Polestar’s press release, the automaker will continue to sell its existing stock of Polestar 3 and Polestar 4 models in the US. It will also continue to provide access to its service network. The automaker said that 94 percent of its retail sales in the first quarter of 2026 were from outside the American market. 

103

Source: Polestar

Motor1’s Take: Well, that did not last long. Polestar became a standalone brand less than a decade ago, and even though it did sell in huge numbers, it is sad to see it disappear.

Sources:

Polestar, Reuters, Volvo

We want your opinion!

What would you like to see on Motor1.com?

Take our 3 minute survey.

– The Motor1.com Team

Cruiser motorcycles are more than just machines to travel from point A to B. In America, cruisers are deeply woven into the culture and represent freedom. A rich history, popularity, gorgeous design, and rugged V-twin charm are what define an American cruiser bike. Harley-Davidson and Indian Motorcycle are the two prominent American motorcycle makers that keep the American spirit alive. There are many 2026 models that tick all the nostalgic boxes, but a surprise new entrant from Harley is what makes us even happier about representing American freedom on two wheels.

UPDATE: 2026/06/26

We have updated this article with more context on the bike that this model takes inspiration from.

Cruiser Motorcycles Are A Cornerstone Of American Culture

Rider on a 2017 Harley-Davidson Dyna Wide GlideHarley-Davidson

Cruiser motorcycles resonate deeply with American culture because they embody the ideals of freedom, independence, and the open road. The post-World War II era kick-started this movement, and it has been going strong ever since. Cruiser motorcycles with iconic big-twin engines and sweeping, chromed-out frames became symbols of rebellion, individualism, and timeless American beauty.

2023 Harley-Davidson Breakout front fasciaHarley-Davidson

The utmost comfort, laid-back ergonomics, and low seat heights make American cruiser bikes the perfect highway-riding companion. Cruiser bikes are built for both leisure and endurance, symbolizing the vast cross-country travel that defines American motorcycling. Imagine traversing long stretches of Route 66 or the Pacific Coast Highway with wind in your hair, a relaxed, feet-forward posture, and a rumbling V-twin at the helm. That is a feeling that only a traditional V-twin cruiser bike can offer.

Rider on a 2024 Harley-Davidson Softail StandardHarley-Davidson

American cruisers also stand out as canvases for self-expression. This is a defining factor in American motorcycle culture, with custom cruisers, including bobbers and choppers, showcasing individualism and rebellion. Each custom bike reflected the rider’s personality, a tradition that has now expanded into diverse communities. This has helped nurture the thriving social lifestyle movement of which Harley and Indian cruiser bikes are a major part. A prime example that culminates all of these defining factors is the iconic Easy Rider chopper based on the Harley-Davidson FL Hydra Glide.

Cool 2026 American Cruisers That Hit Right In The Nostalgic Feels

Harley-Davidson Softail cruiser lineup 2026 posing in front of shipping containersHarley-Davidson

Nostalgia plays a very important role in evoking emotions when it comes to American cruiser bikes. Both Harley and Indian know this well and thus offer a slew of classic-inspired offerings that strike the right chords. They have managed to balance classic vibes with neatly hidden 2026-grade electronics, helping these old-school charms stay relevant and accessible to the new wave of riders.

A lady rider accelerating the Indian Chief smoothly, front third quarter accelerating viewIndian Motorcycle / Valnet

Notable examples from Harley-Davidson include the Softail lineup, which includes the Street Bob, the Low Rider S and ST, the Fat Boy, the Breakout, and the Heritage Classic. Indian offers the highest nostalgic appeal with its Chief lineup of cruiser bikes. However, there is a wildcard entry from Harley-Davidson in 2026 that takes the spotlight, single-handedly defining American freedom on two wheels.

Related

The Cruiser That Delivers Big-Bike Comfort Without Big-Bike Stress

With a 1,250 cc liquid-cooled V-twin engine and a traditional chassis, the Super Scout balances style, comfort, and everyday rideability.

The New Harley-Davidson Super Glide Is A Rolling Piece Of Americana

Price: $15,999

2026 Harley-Davidson Super Glide Parked Near A Beach, rear third quarter cinematic shotHarley-Davidson

The all-new 2026 Harley-Davidson Super Glide celebrates the 250th anniversary of the United States. It faithfully captures a nostalgic 1970s aesthetic that redefined what a factory-custom Harley could be. This contributes to the Super Glide’s American aura, as it represents the ultimate blend of hot-rod culture and open-road freedom. Furthermore, at $15,999, this is the most affordable limited-edition Harley-Davidson cruiser, with just 2,500 units slated for worldwide production.

What Makes The Harley-Davidson Super Glide So Special

The original 1971 Super Glide pioneered the “factory custom” motorcycle movement. This 70s icon was designed by Willie G. Davidson and fused the heavy frame of a Big Twin with the nimble front end of a Sportster. This further allowed Harley to present the classic Super Glide with a stripped-down, chopper-like styling.

The visual appeal was further amplified with an iconic “Sparkling America” paint job and lots of chrome. All 1970s-era features have been faithfully revived in the 2026 Super Glide, enhancing its appeal. The neatly hidden modern electronics and exclusivity appeal ensure the 2026 Super Glide will remain desirable for years to come.

Inspired By One Of The Most Iconic Harleys Ever

1971 Harley-Davidson FX Super Glide studio shot. side profile viewHarley-Davidson Museum Via Facebook

Alright, the Super Glide is inspired by the original 1971 FX Super Glide, but why that particular motorcycle? For many, that original FX Super Glide is the most important Harley-Davidson ever made, not the Knucklehead, the Sportster, or the Hydra-Glide. This factory custom was sold from 1971 through 1979, and at first glance, it doesn’t look that special. It wasn’t the first Halrey, nor was it the MoCo’s most technologically advanced machine. Instead, what made it special was its influence on how bikes were marketed, styled, and sold across the industry.

A 1971 Harley-Davidson FX Super Glide at the Harley-Davidson Museum in Milwaukee, Wisconsin.

“Harley-Davidson Museum April 2024 26 (1971 FX Super Glide–OHV V-Twin)” by Michael Barera, CC BY-SA 4.0 on Wikipedia Commons

Before the FX Super Glide, customization mostly lived in garages. Manufacturers sold bikes, and owners created the identity later with modifications. The Super Glide changed that by making factory custom mainstream. Designed under Willie G. Davidson’s direction, the Super Glide paired the FL-series big-twin chassis with the Sportster’s narrower front end. This unique combination gave it a leaner, lower, and more aggressive stance compared to other traditional Harley models. What’s more, the bike looked customized right out of the showroom floor.

2026 Harley-Davidson Super Glide Riding into the sunset, cinematic close-up side profile shotHarley-Davidson

This shift proved to be enormously important for the industry. Finally, Harley-Davidson saw that riders would pay for style and identity just as much as performance and function. As a result, the Super Glide blurred the lines between a stock bike and a custom one. It was a factory-custom model years before it became mainstream, creating a blueprint for modern cruisers and helping reshape what riders expect from cruisers. Today, most cruiser manufacturers follow the same factory-custom formula that the Super Glide legitimized years ago.

2026 Harley Super Glide Design: Patriotism Shines Through

2026 Harley-Davidson Super Glide Parked With A 1971 FX Super Glide, side profile viewHarley-Davidson

The new Super Glide is finished in a dazzling White Onyx Pearl with vibrant red and blue vintage stripes. This tri-color shade is reminiscent of the American flag. The teardrop fuel tank also gets an old-school-vibing “Harley-Davidson” badge. The whole aesthetic appeal is a direct nod to the 1971 FX’s iconic styling.

2026 Harley-Davidson Super Glide Parked Under A Bridge, ariel side profile viewHarley-Davidson

It also gets a serial number on the tank-mounted console to highlight its exclusivity as one of only 2,500 motorcycles worldwide. Chrome detailing is prominent throughout the motorcycle, including the engine, exhaust system, suspension forks, air cleaner cover, rear fender struts, signals, headlamp, and laced wheels. Sweeping fenders and a chrome mini-ape handlebar further complement its custom styling.

Relaxed Ergonomics For A Laid-Back Experience

2026 Harley-Davidson Super Glide On The Road, rolling side profile shotHarley-Davidson

The mini-ape handlebar is complemented by a low, scooped seat and forward-set footpegs, offering the rider a relaxed riding stance. Its seat height of just 25.2 inches makes it one of the most accessible Harleys, with one of the lowest seat heights on the market today. Furthermore, thanks to its minimal construction, the dimensions are tight: a wheelbase of 64.2 inches, a length of 91.3 inches, a width of 36.4 inches, and a weight of 656 pounds.

A family chilling on a parked 2026 Harley-Davidson Super Glide, cinematic shotHarley-Davidson

All of these parameters, despite packing a big-twin mill, help make the new Super Glide a formidable urban companion, too. Compared to the Street Bob, this special-edition Harley cruiser has a larger fuel tank that holds an additional 1.5 gallons, which adds 10 pounds to the curb weight. The seat height is also lower by 0.6 inches.

Related

10 Reasons Why We Will Miss The Cheapest Harley-Davidson Softail

This was the Harley-Davidson cruiser with the highest torque under $15,000.

Neatly Hidden Technology Features

2026 Harley-Davidson Super Glide tank-mounted cluster close-up studio shot, ariel viewHarley-Davidson

It gets three ride modes (Road, Sport, and Rain), cornering traction control, cornering drag-torque slip control, and cornering dual-channel ABS. Creature comforts and safety features are also solid, with features like a USB charging port, a tire pressure monitoring system, LED lighting all around, and cruise control. However, on the outside, things are old-school, with a simple, tank-mounted digital-analog cluster from the standard Harley Nightster.

A Stacked Optional Suite Helps Spice Up The Super Glide Notably

Accessorized 2026 Harley-Davidson Super Glide rendering, front third quarter shotHarley-Davidson

Harley offers a slew of add-on accessories to expand the Super Glide’s horizon. Comfort features include sissy bars, more comfortable seats, a detachable windscreen, and forward-mounted footpegs. It can be made tour-ready with add-on luggage solutions like tail bags and saddlebags. Performance is enhanced with features such as a premium Öhlins rear suspension and high-performance air filters. Styling can be tweaked with features like a quarter fairing, custom-styled handlebars, and custom-colored components and covers across the motorcycle.

Powered By The Milwaukee-Eight 117 V-Twin

Close-up shot of the chrome Milwaukee-Eight V-twin on the 2026 Harley-Davidson Super GlideHarley-Davidson

Powering the new Super Glide is the Milwaukee-Eight 117 Classic V-twin. This is shared with other 2026 Harleys, such as the Street Bob and the Heritage Classic. The Super Glide produces 98 horsepower and 120 pound-feet of torque. Power is sent to the rear wheel via a six-speed manual gearbox coupled to a final belt drive system. The engine has a compression ratio of 10.3:1 and a claimed fuel efficiency rating of 47 MPG. The result is a Harley that can do about 230 miles between gas stops, thanks to its five-gallon fuel tank.

Complemented With A Rugged Yet Versatile Chassis

Harley-Davidson

It is underpinned by a seasoned Softail steel double-cradle chassis shared among many existing Softail models. This motorcycle uses lighter materials to help keep curb weight in check. It is suspended on 49 mm telescopic forks up front and the famed hidden Softail rear suspension, which comprises a preload-adjustable monoshock.

Grip is provided by road-focused tires wrapped around 19-inch front and 16-inch rear laced wheels, which also contribute to its quintessential cruiser-bike stance. Braking is handled by a single 300 mm disc coupled to a four-piston fixed front caliper. The rear gets a single 292 mm disc coupled to a two-piston floating caliper.

Related

The Budget-Friendly Cruiser That Still Feels Built To Last

This sub-$5,000 Yamaha cruiser bike has been virtually unchanged since 1988 and is the last of its kind.

Indian Also Has A Chief Model That Strikes Similar Nostalgic Chords

image of the Indian Motorcycles new 2026 Chief Vintage riding on the roadRyne Swanberg / Indian Motorcycles

The only other motorcycle that evokes a similar nostalgic appeal is the Indian Chief Vintage. This cruiser revives 1940s American motorcycle styling, replicating the mid-century Chief models. It gets deep valanced fenders, wire-spoke wheels, and the signature illuminated front fender headdress.

Powering this Chief is an old-school-inspired air-cooled Thunderstroke 116 V-twin producing 120 pound-feet of torque. Its pullback handlebars and floating solo seat also add a custom touch. However, the new Harley Super Glide’s exclusivity and lower price give it an edge over the $19,999 Chief Vintage.

Sources: Harley-Davidson and Indian Motorcycle.

Internal combustion engines are far more complex than electric motors, and it’s correspondingly more difficult to make them produce a lot of power.

As the 2011 horsepower Lotus Evija demonstrates, the most powerful cars of the near future will be EVs, but remarkable outputs have nevertheless been achieved with engines fuelled by petrol or diesel.

Here we’re looking at 20 of the strongest examples created in the US, all of them available in cars or non-commercial trucks sold to the public for road use (so no 11,000 horsepower Top Fuel dragsters, for example).

They’re listed in ascending order of their quoted outputs, with the caveat that there was a change from gross to net horsepower in 1972, which muddies the waters considerably.

Only the most powerful unit from any family is included. This means that what you’ll be reading isn’t a top 20 in the usual sense, since many engines have been ignored because they are outpowered by close relatives, but it adds variety, and we all like variety.

Chrysler FirePower: 390 horsepower (gross)

The FirePower was the first of three generations of Chrysler V8 engine collectively known as Hemi. Introduced in the 1951 model year, it was the only engine fitted to the first four models in the 300 letter series, each of which was produced for just a single year.

It was discontinued after the 300D of 1958, in which it produced 380 horsepower from 6.4 litres if fitted with twin four-barrel carburettors. Optional fuel injection raised the output to 390 horsepower, the highest achieved in any FirePower.

It’s important to note that this was a gross figure, measured when the engine was not burdened by power-sapping ancillaries necessary for it to function in a car. The net figure, as used from 1972 onwards, would have been lower, but still comfortably over 300 horsepower.

Chrysler RB: 400 horsepower (gross)

The RB was a big-block V8 offered in capacities of up to 7.2 litres, but the most powerful version fitted to a road car measured 6.8 litres. This was used in the 300F of 1960, in which it normally produced 375 horsepower gross. As an extra-cost option, customers could order a 400 horsepower version, which was mated to a four-speed manual gearbox rather than the usual three-speed automatic.

The highest gross figure for a 7.2 was 390 horsepower. The Max Wedge variant was rated at 420, but this was intended only for use in drag racing.

Ford MEL: 400 horsepower (gross)

The MEL (which stood for Mercury-Edsel-Lincoln) was Ford’s rival to the contemporary Chrysler RB. In 7.0-litre form it was easily capable of producing 360 horsepower, which was the standard output of the Mercury Park Lane.

In 1958, however, Mercury offered an uprated version with three two-barrel carburettors. Known as the Super Marauder, it produced 400 horsepower, and was an option on every model Mercury sold in that year.

Oldsmobile Rocket: 400 horsepower (gross)

In 1970, the final model year of the first-generation front-wheel drive Toronado, Oldsmobile created the optional W-34 package to boost the output of its second-generation V8, which by that time had reached its maximum capacity of 7.5 litres.

• The Miata gets quieter tires and a larger silencer in Japan.
• Without these changes, Mazda’s sports car would’ve failed upcoming external noise regulations.
• Japan’s MX-5 has a new Pure Sport special edition with changes inside and out.

Mazda has made it crystal clear that work is well underway on a new Miata. That’s hardly a surprise given the continuous success of the popular roadster, even though the ND is getting up there in years. The fourth-generation model has been around for nearly 12 years, spawning multiple technical revisions and special editions throughout its lengthy life cycle.

But in 2026, the company still isn’t done tweaking the convertible sports car before its replacement (hopefully) arrives later this decade. The latest changes are happening not necessarily because Mazda wants to further update the Miata, but mostly because it has to ensure the car can continue to be sold in its domestic market. Japan’s latest external noise regulations are forcing engineers to revisit the ND yet again, fitting it with quieter tires and a larger silencer.

In the case of the Miata with a retractable hardtop, the larger silencer creates packaging constraints that have forced Mazda to reduce the depth of the car’s already tiny trunk. Additional changes to the intake enable the two-door sports car to comply with the external noise requirements. The legislation came into effect for newly approved models back in October 2024, and the requirement will expand to existing models from next month.

Photo by: Mazda

Without these changes, Mazda would’ve been unable to sell the car in Japan from July onward. That’s when the Phase 3 vehicle noise regulations, aligned with the international UN Regulation No. 51 (R51-03), extend to all vehicles. The rules lower the accepted dB levels to 68-72, with the limit depending on the vehicle’s power-to-mass ratio. For reference, the more relaxed Phase 2 allowed 70-74 dB, while Phase 1 permitted 72-75 dB.

The 2027 Mazda Miata Pure Sport

On a related note, Japan’s Miata also gets a Pure Sport (PS) special edition with the smaller 1.5-liter engine. It combines a gray fabric roof with the new Zinc Green Metallic color you’ve likely already seen, along with black 16-inch Rays wheels. Stopping power comes from Brembo brakes with silver calipers, while Bilstein dampers are fitted as standard.

Inside, not much has changed. The PS gets suede-like fabric seats and black rings for the engine start/stop button and the climate control dials. Elsewhere, the outer rings of the air vents also come in glossy black.

Even after all these years, the Miata’s cabin borders on perfection, as long as you can fit inside. Whatever comes after the ND, let’s hope it won’t follow recent Mazdas in supersizing the screen at the expense of physical controls.

6

Source: Mazda

Motor1’s Take: Mazda has sold more than 1.26 million Miatas since the NA debuted in 1989, and the small, rear-wheel-drive sports car remains literally in a class of its own. Nevertheless, Japan’s new noise standards remind us that even niche models must comply with ever-stricter regulations.

While most hurdles automakers face involve meeting tighter emissions standards, complying with lower noise limits adds another layer of complexity to engineering a new car or updating an existing model. Thankfully, the MX-5 soldiers on.

We want your opinion!

What would you like to see on Motor1.com?

Take our 3 minute survey.

– The Motor1.com Team

You might have a laundry list of things you want from your next naked motorcycle, with performance often being at the very top. And if you’re after performance, say 120 to 140 horsepower, then you’ll quickly realize that with great power comes a great price tag. That horsepower range in particular requires at least $10,000-12,000. Things get worse if you want the package to have an inline-four powerhouse. But we have a solution that gets the job done in a fourth of that figure. How? Well, there’s a forgotten used Suzuki naked bike that can be tuned up for 140 horsepower while costing half of a new Honda CB1000 Hornet SP.

Serious Streetfighter Performance Is Expensive

Aprilia Tuono V4 1100 FactoryAprilia

Streetfighters or naked motorcycles offer plenty of sporty performance without any of the comfort compromises that come with their sports bike counterparts. However, if you want good performance, you’ll have to spend a lot of money. We mean 120 to 150 horsepower. Let’s not even go to the top-tier naked motorcycles, like the 214-horsepower Ducati Streetfighter V4 or the 187-horsepower KTM 1390 Super Duke R.

2025 Ducati Streetfighter V2 muscular designDucati

Look at the “attainable” yet seriously powerful models, and most of them will still give your wallet an anxiety attack. For instance, the Kawasaki Z1100, which makes 134 horsepower, starts at $14,999, while the Ducati Streetfighter V2, making 120 horsepower, starts at $15,995. There are some exceptions here, like the Honda CB1000 Hornet SP, which starts at $10,999. This might be considered cheap for the segment, but spending this kind of money in this economy is no joke, especially when you consider the depreciation of such bikes over 5 years.

Honda CB1000 Hornet SP cornering through a mountain road, front third quarter viewHonda Powersports

What do you do then? Well, if you want serious performance on a budget, the used market is the place. The classifieds are full of liter-class naked motorcycles that offer serious performance for an equally serious bargain. In this sea of used nakeds, one forgotten Suzuki sticks out. It’s cheap to buy and easy to tune, and within $5,000, you can have one of the most iconic Suzuki motorcycles with the potential to pump out 140 horsepower (or even more). What’s more, the bike also offers an analog riding experience that many motorcyclists look for.

Related

The Performance Bike With Kawasaki Reliability And Indian-Level Handling

What happens when bulletproof dependability meets corner-hungry confidence? You get a naked performance machine that refuses to pick a side.

The Suzuki Bandit 1200 Is A Formidable Used Market Hot Rod

Suzuki Cycles

In the mid-’90s, motorcycle manufacturers were already producing big-bore naked motorcycles, featuring inline-four engines and a simple design. These models represent the parting roar of the bygone UJM concept that once dominated ‘80s Japanese motorcycle sales. Some of the most iconic bikes of the time include the Honda CB1000 Project Big One, Kawasaki Zephyr 1100, and the Yamaha XJR1200. It was in this context that Suzuki introduced the Bandit 1200, also known as the GSF1200. The bike was cheap and moderate-spec (at least for its size), and it was a game-changer.

Bring a Trailer

The Bandit 1200 followed the launch of the Suzuki GSF600 Bandit, which took the middleweight segment by storm. The Bandit 1200 did something similar. Mind you, it wasn’t the inventor of the template by a long shot. Kawasaki and Yamaha had already taken care of that. The B12, instead, made big-bore inline-four performance accessible. Featuring a GSX-R1100-derived inline-four engine, the Bandit quickly earned a reputation for its punchy performance and comfortable ergonomics. And it doesn’t have any software to save you from yourself.

Not Perfect, But A Huge Margin For Improvement

Bring a Trailer

The Bandit 1200 (or B12) wasn’t perfect; it was more back-to-basics in nature, and being a big-bore Suzuki, it was bulletproof. Owners quickly realized that the bike had a lot of potential for improvement, and a few mods were enough to give it a serious power bump, often as high as 140 horsepower. Many of them were modified, stunted, drag raced, and crashed along the way, earning the reputation as a hooligan bike. The remaining models were enjoyed for what they were. Today, the bike stands as a perfect candidate for cheap yet powerful streetfighter projects.

It’s A Japanese Classic Hiding In Plain Sight

Bring a Trailer

How cheap, exactly? You can find the Suzuki Bandit 1200 for between $1,500 to $3,500 in the used market, depending on the year, condition, and mileage. First-generation models (1996 to 2000) are more budget-friendly, while later second-generation models (2001 to 2005) command higher values for their updated brakes and styling. Compare that to modern liter-class naked motorcycles, and the Bandit 1200 looks like an absolute bargain.

Bring a Trailer

Granted, the bike only makes around 100 horsepower stock, but it makes up for this by being extremely reliable and tuner-friendly. It’s easy to wake up the engine and take it on par with modern nakeds, all without spending a lot of money. You can make the bike your own with these modifications, too. Just make sure to get all the service records and inspect the bike thoroughly, and soon enough, you can have a classic Suzuki naked that can run with modern liter-class nakeds on the road.

Related

10 Powerful Inline-Four Motorcycles That Are Not Sports Bikes

The most powerful inline-4 motorcycle here is a gorgeous-looking Italian naked bike with 208 horsepower.

Bombproof Big-Bore Inline-Four Engine With Potential For Serious Performance

Bring a Trailer

The Bandit 1200 is powered by a retuned and higher-capacity version of the GSX-R1100 engine. The lump isn’t sophisticated; it uses carburetors and air/oil-cooling, with electronic fuel injection only arriving in 2006, when the bike had already bowed out of the US market. This old-school simplicity is one of the reasons this engine is special; even a half-competent home mechanic can adjust its screw-and-locknut valves without sweating. Compared to the GSX-R1100’s lump, this engine displaces 30 more cc, and Suzuki has retuned it for a meatier mid-range, dropping the peak power by around 30 percent in the process.

Bring a Trailer

The numbers and the torque curve speak for themselves. The engine packs a hefty 96 to 100 horsepower and 68 to 71 pound-feet of torque, depending on the generation. That may not sound like a lot, but unlike the usual screamers, this engine offers a full spread of torque curve across the rev range. Owners report that the bike delivers torque everywhere. That meaty torque curve makes this bike a wheelie-machine. The engine is mated to a 5-speed gearbox that can feel a bit clunky compared to modern bikes, but it shouldn’t be a dealbreaker.

Over 140 Horsepower Is Easily Achievable

Bring a Trailer

The idea here is to buy this cheap bike and mod it to make more power, and it’s easier than you’d think. For basic tuning, you can start by replacing the restrictive stock airbox with individual pod filters (requires re-jetting) or upgrading to a full aftermarket exhaust system, which truly upgrades the engine. You can also add 4- to 5-degree ignition advancers to improve low-end poke and throttle response. Another popular mod at this stage is dialing in the stock Mikuni carbs with a stage-specific jet kit to match the air and exhaust modifications.

Bring a Trailer

If that’s not enough for you, you can look at Stage 2 modifications, i.e., internal upgrades. Many owners swap in performance cams or use profiles from the GSX-R750 to increase lift and duration, or port and install oversized valves to maximize air and fuel flow into the combustion chamber. You can also get a big-bore kit that bumps the displacement to 1,216 or 1,305cc with higher-compression pistons. Finally, it’s wise to also look into upgrading the clutch, as the stock unit is prone to slipping over 120 horsepower. Many owners also lower the bike’s gearing for more oomph, and they claim that doing so does not make the bike too revvy at highway speeds, either.

Simple Underpinnings That Should Be Upgraded

Bring a Trailer

The Bandit 1200’s underpinnings do not hold up to the bike’s stock performance, though. For starters, the stock suspension, featuring conventional forks and a soft shock, is said to feel soggy. Here, you should consider swapping the rear shock for a higher-quality one; some owners also add jack-up kits on the back to give the bike more attitude. The front forks can be upgraded with stiffer springs and heavier-weight fork oil, which should improve the bike’s composure on the road.

Bring a Trailer

Similarly, the stock brakes are inadequate, especially on the first-generation model that featured four-piston calipers. The post-2001 models feature six-piston units, which are better but not amazing. The logical step here is to upgrade to braided lines and use high-friction pads. Some owners also swap the calipers, but that can be an expensive and complicated affair, so most just avoid this.

Bring a Trailer

Fortunately, the bike doesn’t require much modification in terms of comfort. Owners praise the bike for its comfortable seats, with the engine being pokey enough to shrug off the extra weight of a pillion. Beyond this, the world’s your oyster as the Bandit 1200 enjoys massive aftermarket support. Owners fit Renthal bars, tail tidies, new levers, clear clutch covers, and a fresh paint job to give the bike a butch look.

Related

10 Fast Used Superbikes You Can Buy For Under $10,000

If you are willing to look at a used superbike, there really is such a thing as power on a budget. You get loads of variety, too!

Reliability And Best Years For A Used Suzuki Bandit 1200

Bring a Trailer

From its debut back in 1996 to its swan song in 2005, the Bandit 1200 was offered in two variants: the S version, which had the half fairing and dual headlights, and the N model, which was an unfaired naked bike with a single headlight. Over the years, the Bandit 1200 received a few updates aside from its bodywork and seat, with the most significant update coming in 2001. The post-2001 B12s featured fully electronic instrumentation, new carbs, larger Tokico pistons, and some refinements to the frame and steering geometry.

Bring a Trailer

As far as buying a used B12 goes, you can pick any of the models for cheap. The main problems you need to worry about are largely related to wear and tear. For instance, the carbs gum up if the bike has sat for a while. The exhaust also tends to rust. According to some owners, a common issue is the wiring loom rubbing and wearing through, which can cause some electrical problems. Some older units are said to face seized suspension linkages and rusty head bearings, which can cause weaving on the road. While checking that, do make sure other bits like the brakes, calipers, and rotors are up to the mark, too.

Source: Suzuki Cycles, J.D. Power, Motorcyclist, online forums

This will eventually link Sydney’s suburbs, airport, north shore, and city centre. The land above the WestConnex Tunnel has mostly been given over to parks, playgrounds, and open space for the city’s inhabitants to relax.

WestConnex, Australia – 13.67 miles (22.0km)

The WestConnex Tunnel is the longest underground stretch of public road in Australia, and it’s thought to have cost A$10 billion (£5.1 billion).

This figure set a new record for transport spending by the New South Wales Government, and it’s estimated the fully completed project will come in at A$45 billion (£23.1 billion). However, the government also states the tunnel contributes to A$22 billion (£11.3 billion) in savings due to reduced travel time and journey reliability.

Lærdal Tunnel, Norway – 15.23 miles (24.51km)

Topping the longest road tunnels in the world is the Lærdal Tunnel in Norway. This 15.23-mile underground construction was started in 1995 and opened to the public in 2000. It took some 20 years to agree to the construction of the tunnel, which cost 1.1 billion Norwegian Kroner (£85 million) to complete, which represents great value in the world of roads tunnelling.

It was so much cheaper to build than most tunnels as the nature of the rock means the tunnel doesn’t need to be lined – and nor does it have to be made earthquake proof as they no not occur with any severity in Norway. The tunnel connects Lærdal and Aurland and consists of two tubes, each carrying traffic in a single direction for safety.

Lærdal Tunnel, Norway – 15.23 miles (24.51km)

While it’s the longest road tunnel in the world, the Lærdal Tunnel is also one of the most lightly used. On a typical day, it carries around 2050 vehicles, which is largely due to its remote location 180 miles to the northwest of Oslo.

To alleviate the monotony of driving through the world’s longest road tunnel – which is also straight throughout – this Norwegian project is divided into four sections, each separated by a large cave with parking areas. The caves have blue and yellow lighting to give the feel of a Norwegian sunrise, which is thought to give drivers’ brains a boost when they are tired. Police cameras have also been installed to combat speeding.

• A 2027 Chevrolet Corvette ZR1X just set the fastest time for a production car at the Pikes Peak International Hill Climb.
• Driver JR Hildebrand smashed the record time, previously set by David Donner in a 2022 Porsche 911 Turbo S.
• Although there’s no official production car class, the record time is still certified by Pikes Peak.

The Pikes Peak International Hill Climb (PPHIC) took place over the weekend. A lack of clouds, rain, and snow meant conditions were perfect for records to fall, and that’s precisely what happened on that massive mountain in Colorado.

One of the most impressive records to fall occurred in a class that’s not actually an official PPHIC class. The production-car record, previously set by a 2022 Porsche 911 Turbo S, has fallen.

The new production car king of the hill? It’s The 2027 Chevrolet Corvette ZR1X.

7

Source: Chevrolet

Driver JR Hildebrand drove the stock ZR1X up to the finish line at 14,115 feet above sea level and crossed the line in just 9:30.104. The previous record, held by David Donner, was 9:53.541. Donner set that time under non-race-day conditions; however, his previous race-day record was 10:34.053.

Donner managed a 9:53.740 during this year’s PPHIC, but just two runs later, that time was smashed by the Hildebrand and the ZR1X.

Chevrolet says that this ZR1X wore Michelin Pilot Sport Cup 2 R tires on the stock carbon wheels. The only items added to the car were all the various safety items required to enter the race, such as the roll cage, harness, and fuel cell.

Motor1’s Take: It wasn’t that long ago that a sub-ten-minute time was the goal on the mountain. And it took wildly powerful race cars to get near that time. Now, you can achieve it with a production sports car.

Sure, the dirt portion at the top is gone, but the sub-ten-minute times were still a goal even after the road was fully paved.

Sources:

DuPont Registry, Chevrolet

We want your opinion!

What would you like to see on Motor1.com?

Take our 3 minute survey.

– The Motor1.com Team

Five years ago, the BMW i8 sat firmly in six-figure territory—a carbon-fiber-bodied, butterfly-door hybrid that looked like it escaped from a concept hall and cost like it, too. Today, used examples are crossing below $50,000, and that number is a genuine inflection point. This is now the least expensive way to park something with scissor-style doors and a carbon-fiber tub in your garage.

The milestone matters because the i8 was never a cheap car to build or buy. It launched in 2014 with a base price around $135,000, and even late-production 2020 models—the final year before BMW ended the run—stickered well above $140,000. The depreciation curve has been steep, and right now it’s working entirely in the buyer’s favor.

What $50K Actually Gets You on the Used Market

A dynamic profile shot of the BMW i8 CoupeBMW

Current used listings show 2014–2016 i8s with mileage in the 30,000–55,000-mile range hitting the $42,000–$49,000 window. Lower-mileage 2017–2019 examples tend to cluster just above $50,000, though motivated sellers and higher-mileage units are pushing into the high $40s. The sweet spot for buyers who want the full i8 experience without the steepest depreciation risk appears to be a 2017 or 2018 car with under 40,000 miles—still attainable at or just under the $50K ceiling if you shop carefully.

The coupe is the more common find at this price. The i8 Roadster, which arrived for 2019, commands a modest premium and is harder to find below $55,000. If the open-air experience matters, budget accordingly—but the coupe’s drama is largely in the doors and the silhouette anyway.

What Else $50K Buys—And Why the i8 Still Stands Apart

A tracking front quarter shot of an orange BMW i8 Roadster driving along a coastal road.BMW

The honest comparison set at $50,000 is strong. A clean C7 Corvette Z06 or Grand Sport can be had in this range, bringing genuine supercar performance—650 horsepower in the Z06’s case—and a parts ecosystem that makes long-term ownership far less nerve-wracking. A used Porsche Cayman (981-generation) sits comfortably here too, with the kind of chassis balance that earns its reputation every single drive. Push toward the top of the budget, and a high-mileage 997-generation 911 becomes possible, though maintenance costs on an older 911 can be unforgiving. A used Shelby GT500 from the S197 era is another option—raw, loud, and fast in a very American way.

None of them open like the i8. That’s not a trivial point. The i8’s forward-hinging doors, its low-slung carbon-fiber body, and the way it reads as genuinely futuristic rather than retro-inspired put it in a visual category of its own at this price. A Cayman is a better driver’s car. A Z06 is faster. But neither one stops foot traffic in a parking lot the way the i8 does, and at $50,000, nothing else with this kind of presence even comes close.

Related

The BMW i3 Is Back, And It Has Nothing to Do With The Old BMW i3

The BMW i3 name returns, but this time it’s a compact sedan that shares little with its quirky, experimental predecessor.

The Ownership Reality Check You Should Read First

Rear 3/4 shot of BMW i8 Roadster being drivenBMW

The i8’s hybrid powertrain pairs a turbocharged 1.5-liter three-cylinder with an electric motor on the front axle, producing a combined 357 horsepower. That’s enough for a 4.2-second 0–60 mph run, but buyers expecting supercar thrust will find the experience more grand tourer than track weapon. The powertrain’s real appeal was always efficiency and novelty—the i8 could return over 70 MPGe in mixed driving—not outright speed.

Battery longevity is the ownership question that deserves the most scrutiny. The i8’s lithium-ion pack is now 10-plus years old on early examples, and replacement costs are significant—estimates have ranged from $10,000 to over $15,000 depending on the source and condition of the pack. A pre-purchase inspection from a BMW specialist who has worked on i8s specifically is not optional; it’s the price of doing this deal safely. Insurance on an exotic-adjacent BMW will run higher than a comparable Corvette, and independent repair options are thinner than on more common performance cars. Extended warranty coverage, if available, is worth pricing out before you commit.

The carbon-fiber body panels are largely cosmetic and don’t corrode, but they are expensive to repair after any impact. Treat the i8 as what it is: a low-production, technology-forward car that rewards careful ownership and punishes neglect.

The i8 was always a car that asked you to think differently about what a sports car could be. At $50,000, it’s asking a much more accessible question — and for buyers who go in clear-eyed about the ownership costs, the answer is genuinely compelling.

Sources: BMWBLOG, Carbuzz

Opel will give UK subsidiary Vauxhall more engineering freedom to adapt its cars for its home market, in line with an ongoing commitment to preserving the British marque’s role in the Stellantis group.

Stellantis – parent company of Opel-Vauxhall, as well as other European marques Alfa Romeo, Citroën, DS, Fiat, Lancia and Peugeot – recently announced that it would channel the bulk of its future investments into its four best-performing global brands, raising questions about the viability of others.

It chose Peugeot, Ram, Jeep and Fiat on the basis that their “multi-regional presence” gave them “the greatest scale and the highest potential for profitability”, while also announcing that DS and Lancia would be repositioned as “specialty brands” focused on their home markets of France and Italy.

The move would seem to represent a rationalisation of Stellantis’s sprawling portfolio aimed at reducing complexity – but Opel boss Florian Huettl says the Bedfordshire-born Vauxhall marque will continue to play a “very clear” role in the company, and its cars in the UK could become more bespoke than they have been in more than four decades.

Vauxhall has not made its own cars since effectively merging with Germany’s Opel in the early 1970s and has been a UK-only operation for almost as long, sparking questions over its continued viability as a marque in its own right.

But asked whether there remains a place for Vauxhall in the new Stellantis corporate structure, Huettl told Autocar: “Opel and Vauxhall have a very clear identity and a very clear role within the group,” referencing Opel’s performance in Germany – where it is Stellantis’s best-selling brand – and in the UK, where the Corsa and Frontera both rank in the top 10 most popular cars.

He added that the brand will in fact take on an expanded engineering role as part of a move to boost its competitiveness in its historic UK homeland, where it is currently outsold by French sibling Peugeot.

“There’s no doubt about the importance of Opel and Vauxhall,” said Huettl, “and what we will again discuss with you in due time is that we intend to give more possibilities for more differentiation and more adaptation of Vauxhall to the UK market than what has probably been done in the past.

“We have a specific project together with our Vauxhall team […] to make sure that the cars, when it comes to the execution especially of the chassis specificities, clearly respond to what we need,” he added, in possible reference to the far worse state of UK roads compared with Germany’s.

He did not give specifics about the extent of work that will be possible, and it remains to be seen which model will be the first beneficiary, but he emphasised that the company will work to meet “the specific needs of UK customers”. 

• The 2026 American-Made List shows the most American cars of the year.
• There’s a shakeup in the top 10 with six non-American brands.
• 12 of the top 20 come from Asian automakers. 

Made in America. It’s an important label that tells consumers where a product is manufactured and where its parts are sourced. With tariffs perpetually being in the news, it’s especially relevant for new vehicles. The 2026 Cars.com American-Made Index ranks 86 vehicles based on several factors to determine which ones are the most American.

The list looks at final assembly location, US / Canadian parts percentage, country of origin for the engines / transmissions, and workforce location. You can read the full report at Cars.com, but we wanted to talk about some interesting shakeups in the top 20, specifically higher up in the list.

Here’s what the top 10 looks like:

1. Tesla Model 3
2. Tesla Model Y
3. Jeep Gladiator
4. Jeep Grand Cherokee
5. Honda Ridgeline
6. Honda Odyssey
7. Lexus TX350
8. Honda Accord
9. Acura MDX
10. Honda Passport

A few new entrants appear in the top 20 that were not as highly ranked last year. These include the Toyota Tundra at number 19 (up from 51), Kia EV9 at 17 (up from 67), Ford Explorer at 15 (up from 23), Lincoln Aviator at 14 (up from 28), Ford Expedition (up from 66), Lincoln Navigator at 12 (up from 69), and Toyota Camry at 11 (up from 24).

The following vehicles from 2025 fell out of the top 20 in 2026: Nissan Pathfinder (down to 51), Chevrolet Colorado (down to 31), Kia Sportage (down to 57), Jeep Wrangler (down to 23), and Honda Pilot (down to 32).

Photo by: Tesla

As for the top 10, this year’s list does not include a change at the top or second place, but there is a new vehicle in the third spot, and there are now six vehicles out of 10 that come from non-American automakers.

The Tesla Model 3 retains its number one spot, and the Tesla Model Y keeps its place right behind it. Both the Tesla Model S and Model X were discontinued, so they dropped off the list, allowing the Jeep Gladiator to move up from number five into the third overall position.

The Ohio-built Gladiator earned Jeep the third spot, and the American automaker followed that up with a fourth-place finish with its Detroit-assembled Grand Cherokee. While America boxed out the top four, the next six are all owned by Japan. Honda takes the fifth and sixth spots with its Alabama-built Ridgeline and Odyssey, and Lexus slots in at number seven with the Indiana-made TX.

Honda finishes off the list with the Ohio-built Accord and Acura MDX at eight and nine, and the Alabama-built Passport rounding off the top 10 in the final spot.

Motor1’s Take: While American automakers make the top four, most of the rest of this year’s American-Made index list is occupied by Japanese automakers. That’s not entirely surprising given how much Honda and Toyota have invested in US manufacturing over the last few decades.

We want your opinion!

What would you like to see on Motor1.com?

Take our 3 minute survey.

– The Motor1.com Team

Being a car enthusiast is expensive. The cars we dream of aren’t cheap, and of all the hobbies out there, the expenses don’t stop when you’ve already purchased the item. Thankfully, you don’t always have to own your dream cars when they’re new. The beauty of certain vehicles is that, when properly taken care of, they’ll certainly last a long time.

That’s the case with today’s high-performance sports sedan. With 668 horsepower and a price tag that, when you look properly, can cost less than a brand-new, fully-loaded 2026 Toyota RAV4. Want healthy consumer advice? Get this high-performance sports sedan instead as a used purchase instead of dealing with numerous hoops due to the RAV4’s dealer markups. Of course, we’re kidding. But anyway, this sports sedan has become more affordable thanks to the power of depreciation. The question now is, is owning this used 668-horsepower sedan going to be a pleasure, or will it be a pain?

2026 Will Be Favorable To Enthusiasts

2025 BMW M2 front, exterior driving photoBMW Group

If you’re in the market for a used enthusiast-centered sports sedan, there’s strong evidence that 2026 will be a great year for you. Here’s why.

Leases Ending In 2023

BMW X3/X4 M Competition group shotBMW

Did you know that a high percentage of buyers in this segment, particularly if they’re from luxury brands, tend to prefer leasing? These people, who also have high disposable incomes, would always want to stick to the latest and greatest models. As such, leasing a European luxury sedan tends to be popular, especially since, as maintenance and repair data show, their maintenance costs get exponentially higher as they age, versus Asian luxury brands.

And guess what, in 2023, CarEdge determined that 2023 was a year when there was an uptick in three-year vehicle leases. Sedans in general also have higher average depreciation, which leads to cheaper dealer auction prices and, in turn, lower sticker prices when they need to sell them to customers. CarEdge closes the analysis by saying that in 2026, the sedan segment is going to be a hotspot.

Luxury Sedans Depreciate Fast

2025 Audi A7 front 3/4 shotAudi

With the exception of models from certain Asian luxury brands, luxury sedans tend to depreciate really fast—especially if they’re a pure electric vehicle (EV). We’ve created a list of the fastest depreciating luxury sedans, and you’ll notice that they’re mostly European, and half of the list is composed of electric vehicles (EVs). Imagine a luxury sedan whose resale value rapidly depreciates by more than half in just three years. That’s not an investment—that’s a liability. Then again, this is why, particularly in these segments, leasing is quite popular.

But of course, there’s a primary reason why these luxury sedans are rapidly depreciating. For the internal combustion engine (ICE) European models, as we mentioned earlier, their maintenance costs become exponentially more expensive as it ages, and that’s data backed by RepairPal. This is also why, according to CarEdge, brands like Lexus and Acura are on the other side of the spectrum as some of the slower-depreciating luxury brands.

A 668-HP Sedan For Fully-Loaded RAV4 Money

A Blue 2024 Cadillac CT5-V Blackwing and Red 2024 Cadillac CT5-V side by sideCadillac

With all of this information and market trends on hand, would you still consider getting a fully-loaded 2026 Toyota RAV4, which is nearly hitting the $70,000 mark, or a used Cadillac CT5-V Blackwing?

A Flood Of Leased Models Coming

Front 3/4 view of 2024 blue Cadillac CT5-V Blackwing.
Cadillac

When new, the Cadillac CT5-V Blackwing costs $98,900. In the used market, the lowest average values on a CT5-V Blackwing for now are in the low $70,000 range, particularly if it’s a high-mileage unit. On average, a CT5-V Blackwing will sell within the $75,000-$80,000 range. However, with some buyers opting for leases with this vehicle, particularly during the uptick in three-year leases in 2023, you can expect more supply for the CT5-V Blackwing in the coming years. More supply means lower values, and thus, the CT5-V Blackwing can easily cost less than a fully-loaded 2026 Toyota RAV4.

Now, if you prefer a manual, then that’s great if you prefer the thrill of three pedals. Unfortunately, CT5-V Blackwings with a manual are very resistant to depreciation. When the CT5-V Blackwing with a manual was introduced in 2022, it sold for $84,900. Today, their used values are almost the same as their brand-new prices. On average, the manuals retain their value 10 percent better than those with an automatic transmission.

Plenty Of Thrill, Whatever The Transmission

A shot of the Cadillac CT5-V BlackwingCadillac

But whichever transmission you choose, a used Cadillac CT5-V Blackwing represents the pinnacle of driving thrills in the luxury sports sedan segment. In recent years, the Cadillac CT5-V Blackwing has gained a reputation for being even more fun and tactile than the best of what Germany can produce. Heck, at the used CT5-V Blackwing’s price point, you’re right in line with the prices of a fully-loaded 2026 Toyota RAV4, and there’s no way that a RAV4 can match even half of the performance and thrill that this supercharged sports sedan can offer.

And of course, the main highlight here is the driving experience. With 668 horsepower and 659 pound-feet of torque from a thunderous 6.2-liter supercharged V-8, the engine alone is already a selling point. Combine that with a beautifully precise chassis that makes this sports sedan perform well in the corners, and you’ve got a value-packed used purchase that, let’s be honest, can still seat the same number of passengers as a RAV4. Yet, despite the sheer precision and tactility of its handling, the CT5-V Blackwing’s electromechanical features still allow it to be docile and relaxing on a daily basis.

Cadillac CT5-V Blackwing

Engine

6.2-liter supercharged V-8

Layout

Front engine, RWD

Horsepower

668 hp

Torque

659 lb-ft

Transmission

6-speed M/T

10-speed A/T

0-60 mph

3.5 sec. (6-speed M/T)

3.4 sec. (10-speed A/T)

Top speed

200 mph

Base MSRP

$98,900

The Forgotten American Sedan That Still Holds Its Own Against Luxury Rivals

This American sedan may not get the attention it deserves, but it is still an alluring combination of power, luxury, and performance-focused features.

What A Cadillac CT5-V Blackwing Is Like To Own

Front 3/4 view of 2022 Cadillac CT5 V Blackwing.Cadillac

A three-year-old 2023 Cadillac CT5-V Blackwing means looking for a pre-facelifted model. With that in mind, here’s what you can expect from this vehicle in terms of its looks, features, and its ownership costs.

Sporty Looks, But Not Luxurious Enough

From the outside, the 2023 Cadillac CT5-V Blackwing looks menacing. The tall, vertical LED daytime running lights and aggressive front end, plus the sloping roofline, help give this sports sedan a sporty design. I’m personally not a huge fan of the window kink on the C-pillar, but that’s perhaps just a preferential thing. From the rear, though, the CT5-V Blackwing looks sleek and well-proportioned. A black ducktail spoiler adds just the right aggression to what is otherwise a sporty and menacing midsize luxury sports sedan.

Move inside the CT5-V Blackwing, and you’ll spot an interior that looks relatively modern, but somewhat falls short on the luxury part. Sure, there are nice leather materials on the dash, doors, and seats, and also a generous serving of carbon fiber, but a luxury car is also all about the details. There are still a few cheap plastics and switchgear from the GM parts bin, which would otherwise be nonexistent in its German luxury rivals. On the upside, the CT5-V Blackwing’s rear seats have great legroom, but the sloping roofline reduces rear headroom somewhat. It’s still good enough for the average American, though, and it’ll be perfect for bringing your kids to school.

You’ll Be Glad It’s Not A Liability To Own

2025 Cadillac CT5-V Blackwing engineTopSpeed | Garret Donahue

Most (not all) luxury sedans depreciate rapidly, and those that don’t have one thing in common—reliability. Unfortunately, the CT5-V Blackwing isn’t produced in huge numbers, but the entire CT5 lineup is. If the entire CT5 lineup were to be taken into account, RepairPal is happy to report that with a 3 out of 5 reliability rating, as well as having an average annual repair or maintenance cost of $783, the CT5 lineup is right about average for the overall industry. Lower than the European luxury cars, definitely, but higher to repair or own than the Asian brands.

Anecdotally speaking, the CT5-V Blackwing is said to be reliable, too. MotorReviewer says that the LT4 V-8 engine is inherently very robust, since it’s an LS-based V-8 engine. The issues that the engine can face in the long run are not out of the ordinary for such an engine. Equipped with direct fuel injection, carbon build-up is a thing, while 2017–2018 models with this engine can experience oil pump failures at the 40,000-mile mark. The CT5-V Blackwing is way past that year, so you no longer need to worry about the oil pump. Overall, the CT5-V Blackwing is a high-performance car, and so high-performance care is required. Do so, and you’ll be assured that the CT5-V Blackwing won’t let you down.

Sources: Cadillac, CarEdge, RepairPal, MotorReviewer

And my phone goes in its natural place. But then, when I want to get the keys, it’s practically impossible without having to move the bottle, because the control panel juts out (well placed for its purpose, to be fair). It’s a small thing but it has become a daily annoyance.

The lack of fitted rear sunshades seems an oversight for this level of car and is something I’ve noticed with my little boy present. However, one piece of simple, analogue and neat design in the back is the rotating suit hook.

My biggest problem caused by living with the iX is one that won’t concern most owners: a lack of a driveway with an EV charger. I’ve been driving to my closest fast charger at a Shell garage, which isn’t awfully fast. It has faulted as many times as it has worked; typically it seems to stop charging randomly, which if you leave the car charging – as I have on occasion – is highly problematic. (I should add that our iX hasn’t experienced similar charging issues elsewhere.)

This stuff just needs to work without fail to get everyone on board with EVs. And even if the vast majority of owners have home chargers, this could still happen on a long journey.

In part, I’ll be glad to return the iX to Attwood, because I feel conspicuous having a £135k matt black car on my humble suburban street. But on the other hand, this ticks so many boxes; it feels like the ultimate driving companion (touché), marrying enjoyable driving, performance and handling with great ride quality, practicality, space, interior luxury and more. Enjoy it while you can, Attwood.

By Rachel Burgess

Mileage: 3020

Final report: Divisive styling outweighed by grace, pace and comfort

Particularly with electric vehicles, automotive technology is advancing at a rapid pace. What was cutting-edge five years ago can easily seem very pedestrian.

So even with the benefit of a chunky mid-life update, you might think that the BMW iX, launched back in 2021, would be showing its age. It has new direct rivals such as the Porsche Cayenne Electric, Polestar 3, Lotus Eletre, Volvo EX90 and more, while BMW itself has launched its true next generation of EVs with the Neue Klasse iX3.

• The 2026 Jeep Recon configurator is now live.
• Only one trim is available for the 2026 model year.
• Pricing tops nearly $77,000 when fully loaded. 

The 2026 Jeep Recon is nearly ready to hit dealerships, which is why Jeep will finally let customers start customizing their open-top electric off-roader using the online Build & Price tool. For the first model year, the Recon will only be offered in the Trail Rated Moab trim level, starting at $68,990 (including the $1,995 destination charge). Other trim levels have yet to be announced for future model years.

With the configurator now available, we can take a look at what colors, options, and packages will be offered on the Recon, and how expensive this electric off-roader can get if a customer decides to check all the boxes. Overall, Jeep has kept the offerings fairly limited, likely because the Recon won’t be a high-volume product like the Cherokee or Wrangler.

For 2026, eight exterior hues are offered: Bright White, Hydro Blue, Red Hot, ’41, Ceramic Gray, Diamond Black Crystal, Silver Zynith, and Joose. White, blue, and red are all available at no cost; ’41 (a military-inspired green), gray, black, and silver cost $595, while orange is the priciest at $995. All of these colors can be paired with a black roof for an additional $995.

Photo by: Jeep

18-inch machine face painted wheels come standard, while a more militaristic-looking 18-inch aluminum wheel is optional for $500, both wrapped with all-terrain tires. The only other exterior options include additional mirrors for $695, so you can still see what’s behind you when the doors are removed, Mopar rock rails for $1,995, and a paint protection film for $595.

Buyers can choose between two interior colors: Global Black and Joshua Tree (a light brown). A $1,995 Comfort Package adds ventilated front seats, heated second-row seats, an interior camera, and an auto-dimming rearview mirror. Like the Wrangler, the Recon is available with a sliding Sky One-Touch power top, priced at $1,995.

The only other notable items to add include an all-weather cargo tray for $200 and an all-weather floor mat insert for $170, both from Mopar. If you plan to tow with your Recon, a Trailer-Tow Group rolls in seven- and four-pin wiring harnesses, a class III receiver, blind spot monitoring with trailer detection, and trailer hitch zoom for the rearview camera. Since the EPA only rates the Recon at 222 miles of range, we doubt too many owners will use it to tow.

If you add every single available option and the most expensive Joose paint, the Recon comes out to just under $77,000, not including destination.

34

Source: Jeep

Motor1’s Take: The Recon is less expensive than the GMC Hummer EV and feels more like an authentic Jeep than the company’s last EV, the Wagoneer S. However, a high entry price and low range means it could face an uphill battle to find customers. A lack of tax credits and stiff competition from the less expensive Rivian R2 could also make it a poor time for Jeep to be launching the Recon.

We want your opinion!

What would you like to see on Motor1.com?

Take our 3 minute survey.

– The Motor1.com Team

For anyone who spends time on truck forums or hauls a camper on weekends, the answer to “what engine do you want under the hood?” has been the same for years: the Ford 6.7L Power Stroke diesel. It’s the benchmark—the engine that made the F-250 Super Duty the default recommendation in every towing conversation. That consensus took a meaningful hit this week when a GMC Sierra EV Denali outperformed a Power Stroke-equipped F-250 in a real-world towing test with a 7,000-pound camper in tow.

The test, published June 26, 2026, by Torque News, pitted two very different philosophies against each other on the same road with the same load. The Sierra EV Denali won. That result won’t settle every argument diesel loyalists have about electric trucks—and it shouldn’t—but it does mark the kind of credible, head-to-head data point that’s been missing from the EV-versus-diesel debate until now.

What The Test Actually Showed

Profile action shot of 2025 Ford F-250 Super Duty in black towing a trailerFord

The 7,000-pound camper load puts this squarely in heavy-duty territory—not a light trailer that flatters an EV’s low-end torque. Under that kind of sustained pull, the Sierra EV Denali’s electric drivetrain delivered its torque immediately and consistently, without the turbo spool-up lag that diesel drivers manage instinctively but newcomers notice. Thermal management, which has been a documented weak point for EVs under extended high-load conditions, held up well enough in this test to keep the Sierra competitive across the full run.

The Power Stroke-equipped F-250 is no slouch. Ford’s 6.7-liter turbodiesel produces 500 horsepower and 1,200 lb-ft of torque in its current tune—figures that have made it the go-to recommendation for fifth-wheel haulers and gooseneck operators for years. The fact that the Sierra EV matched and beat it under a real load, on real roads, is the story. This wasn’t a controlled dragstrip run or a cherry-picked grade—it was the kind of driving that matters to people who actually tow.

Related

How Electric Trucks Stand In Today’s World Of Gas And Diesel Pickups

Do electric trucks have what it takes to become the work trucks trusted over gas and diesel pickups? The results might surprise you.

Why Diesel Loyalists Should Pay Attention—And What Still Gives Them Pause

Profile action shot of 2025 Ford F-250 Lariat towing a trailerFord

The Power Stroke’s dominance in towing conversations isn’t just about peak numbers. It’s about reliability over hundreds of thousands of miles, the ability to fuel up anywhere in rural America in under ten minutes, and a parts-and-service ecosystem that’s been built out over decades. Those aren’t small things, and one test result doesn’t erase them.

But the Sierra EV Denali result does answer a question that EV skeptics have been asking for years: can an electric truck actually keep up under a real load? The answer, at least in this test, is yes. The charging infrastructure picture is also improving—the U.S. now has more than 250,000 public EV charging ports, a number that’s still growing. Long-distance towing remains a legitimate concern, because pulling 7,000 pounds compresses an EV’s range significantly, and charging stops take longer than diesel fill-ups. Battery durability over a decade of heavy use is still an open question without the long-term data that diesel engines have accumulated. Cost is another factor: the Sierra EV Denali carries a significant price premium over a comparably equipped F-250 diesel.

A Threshold Moment, Not A Knockout

2025 blue GMC Sierra EV Denali rear 3/4 TopSpeed | Garret Donahue

The honest read on this test is that electric trucks have crossed a capability threshold—they can now compete with the best diesel hardware in a meaningful towing scenario. That’s different from saying they’re ready to replace diesel for every use case. A rancher running a fifth-wheel 400 miles from the nearest DC fast charger has a different calculus than a weekend camper who tows 150 miles round-trip and charges at home overnight.

What the Sierra EV Denali result does is change the starting point of the conversation. For years, the burden of proof was entirely on EVs to demonstrate they belonged in the same category as the Power Stroke. That burden has shifted. Diesel still has real advantages in range, refueling speed, and long-term durability data, but the performance gap that made EVs easy to dismiss in towing discussions has closed. Truck buyers who’ve been waiting for a reason to take electric seriously now have one.

Sources: Torque News, InsideEVs

The Renault 4 and 5 will be updated next year, bringing more efficient and more powerful motors.

The R5 arrived in 2024, and it was followed by the R4, its crossover twin, in early 2025. Both models are based on the AmpR Small platform and use Renault’s second-generation externally excited-synchronous (EESM) motors, which are available in two configurations. 

The R5 Urban Range pairs a 121bhp EESM with a 40kWh battery, while the Comfort Range gets a 148bhp motor and a 52kWh battery pack. In the UK, the larger R4 is only available with the Comfort Range set-up.

These powertrains enable the R5 to deliver a range of either 192 or 252 miles. The latter figure is reduced to 250 miles in the chunkier R4.

Renault is now ready to roll out updated ‘Gen 2 Evo’ motors for the two models, drawing on its learnings from developing third-generation drive units for the next Scenic and Megane that are due in 2028.

“We are still working on how to improve the efficiency and power [of the Gen 2 motors],” said Marianne Bataillon, Renault’s director of EV motor and battery development. “We are going to apply these [changes] at the end of 2026 or beginning of 2027.”

Bataillon highlighted the motor’s inverter and reducers as points of improvement that have netting greater efficiency and improved power outputs.

The new motors will help to keep the R4 and R5 on a par with newer rivals on technical terms. The incoming Volkswagen ID Polo outdoes the R5 in the range stakes, offering either 204 or 283 miles between charges, depending on which powertrain it is fitted with. The same is true of the new Skoda Epiq: it yields either 190 or 272 miles of range, with the higher figure beating the R4.

Renault’s new Gen 2 Evo motor made its debut in the Twingo, which arrives in the UK at the end of this year. In that car, however, its output is reduced to 80bhp, owing to its city-focused remit. 

Toyota has too many models—and it’s not just me who’s saying it. Newly appointed CEO Kenta Kon recently came out and said that the Japanese automaker’s lineup is too crowded. Looking at the number of vehicle offerings, both locally and abroad, it’s easy to see how one might come to that conclusion.

In the US alone, Toyota has 21 unique nameplates. That doesn’t even include a handful of plug-in-hybrid, off-road, or performance variants. In Europe, depending on the country or region, that number is anywhere from 15 to 20 unique nameplates. Factor in Japan, Australia, and a handful of other continents, and there are nearly 80 unique Toyota models worldwide.

Looking specifically at the US for this exercise, I played a bit of backseat product planner in an effort to help Toyota trim its lineup. Of the 21 models the company offers here in America, these are the ones worth keeping—and the ones that can probably exit stage left.

Toyota Tacoma Trailhunter

Photo by: Andrew Link | Motor1

4Runner: Keep

The Toyota 4Runner has been around for 42 years; it ain’t going anywhere. Even in the midst of a changeover year, in which Toyota got rid of 2025 models to make room for new 2026 models, the 4Runner remained one of the brand’s top-selling SUVs last year.

Toyota sold 136,801 examples of the 4Runner in 2025, narrowing in on the Jeep Wrangler’s lead (167,322 units) and nearly catching the Ford Bronco (146,007 units). Through April, 4Runner sales were already up 294 percent year over year, which means it could set a new record in 2026.

bZ: Merge With C-HR

Toyota only sold 15,609 bZ electric SUVs in 2025, a number that won’t shatter any sales records. But arguably more so than the revived C-HR, there’s reason for Toyota to keep its compact electric crossover around.

A name change (goodbye, bZ4X) and range improvements keep the bZ relevant in the ever-changing EV market in 2026. Sales are already showing signs of improvement this year. Toyota needs to take the best of the C-HR (styling) and blend it with the best of the bZ (everything else) to create one focused, cohesive electric SUV.

C-HR: Merge With bZ

It’s still not entirely clear why Toyota decided to bring the C-HR back to America. The previous C-HR was a relative sales dud, surviving just five years in the US. So Toyota’s decision to revive the nameplate in the form of a funky electric crossover is a confusing one, to say the least.

The C-HR probably isn’t going anywhere for a few years, given that Toyota just rolled out the new version for 2026. But I can’t imagine this model will stick around for very long (or needs to), given that the bZ still exists.

Camry: Keep

This is a no-brainer. With over 316,000 units sold in 2025, the Camry is still the best-selling sedan in America. Even though it has to fend off more crossovers than ever before, it even landed in the top 10 in overall sales in the US and came second only in the Toyota lineup to the RAV4.

Corolla: Keep

Another no-brainer: Toyota has no reason to kill off the Corolla—at least, the normal, no-nonsense sedan version. More on the other variants in a minute. With more than 248,000 units moved in the US last year, it’s still the most popular option in its segment.

Corolla Hatchback / GR Corolla: Keep… For Now

Toyota doesn’t break out sales for specific Corolla trims like the hatchback or GR model, and I suspect there’s a reason for that. While the GR version will always be a niche, love-volume trim, there isn’t a ton of evidence showing that the hatchback is a big hit among consumers.

The sad reality is that Americans don’t want hatchbacks. Credit to Toyota for trying—and it really is a fantastic little five-door—but the only reason to keep the Corolla hatch around for the next few years would be to supplement the GR Corolla, which deserves another half-decade or more in production.

Corolla Cross: Keep (But Change The Name)

The Corolla Cross is no slouch on the sales side, with nearly 100,000 examples sold in 2025. With the RAV4 now starting at $33,320, believe it or not, Toyota needs an affordable entry-level SUV. The Corolla Cross is that vehicle.

Here’s the one issue I see with the Corolla Cross: The name. A name change could theoretically spell even more success for Toyota’s $26,610 SUV, given that some customers might be confused by the Corolla branding. But that’s nitpicking.

Crown: Cancel

America clearly wasn’t ready for a high-riding, quasi-luxury sedan—as evidenced by the many that have failed before it. With just over 12,000 Crown models finding new homes in 2025, there’s little reason for Toyota to keep this awkward vehicle around for much longer. Of all the Toyota models still on sale, the Crown was the third-worst-selling. I’ll get to the other two in a minute.

Crown Signia: Cancel

The Crown Signia SUV fared slightly better than its sedan counterpart in 2025, with just over 20,000 examples finding new homes. But for a Toyota, that still puts it in the bottom five for sales, a far cry from the nearly half a million RAV4s the company sold over that same period.

There are rumors that Toyota wants to spin off Crown as its own sub-brand, which could be interesting. But given its positioning as an awkward middle offering between Toyota and Lexus, I’m not so sure that’s a good idea either.

GR86: Cancel

Look, this is going to be a tough pill to swallow. Of course, we all love the Toyota GR86. But with fewer than 10,000 sold last year, with sales slipping every month, it’s getting harder and harder for Toyota to justify the GR86.

The good news here is that this platform has been around for nearly 15 years, virtually unchanged. It’s still the same great sports car that debuted with a Scion badge way back in 2012. The bad news is that we’re unlikely to see a second generation. But, more and better sports cars are reportedly on the way.

Photo by: Toyota

GR Supra: Already Cancelled

Everyone knew the Toyota GR Supra was already on the way out, but I figured it was worth including on this list nonetheless. With fewer than 3,000 units finding new homes in 2025, due in part to a shortened year, it’s sad to see the Supra go—but not entirely shocking.

Grand Highlander: Keep

The Grand Highlander is an easy one. Toyota sold a healthy 136,801 examples of the three-row SUV last year, and there’s no reason to quit now.

Highlander: Keep (New Model Coming)

The Highlander finds itself in a more interesting position than its big brother. The three-row, mid-size SUV hasn’t really been the top option in its class the last few years; that’s why Toyota is taking the nameplate in an entirely new direction for 2027.

Toyota recently introduced the 2027 Highlander EV—the brand’s first electric three-row in the US. Even with EV enthusiasm waning over the last few months, three-row SUVs are still big sellers, and there’s no reason to believe that the next Highlander shouldn’t be a popular option as well.

Land Cruiser: Keep

Frankly, this one could have gone either way. I know that the Land Cruiser returning to the US is a big deal and the nameplate is hugely important in the off-roading community—I get it. But when you have two other off-road SUVs plus two trucks with rugged off-road trims, it’s harder to justify an off-roader that starts at nearly $60,000. For now, though, the Land Cruiser gets to stay in my imaginary lineup.

Mirai: Cancel

There’s no reason the Mirai needs to exist. I know Toyota is still bullish on hydrogen (as am I), but the abysmal sales simply aren’t enough to keep the funky sedan around in the US for much longer. Time to pull the plug.

Prius: Keep

With hybrids back on the rise and EVs taking the backseat, there’s no reason for the Toyota Prius to go anywhere. Recently updated for the 2023 model year, Toyota sold a healthy 56,488 examples last year. That includes both the standard hybrid and the plug-in—both of which should remain a fixture in the Toyota lineup for years to come.

RAV4: Keep

The RAV4 is Toyota’s best-selling model and the best-selling SUV in America. It isn’t going anywhere.

Sequoia: Cancel

Here’s where it gets tricky. With the arrival of the electric Highlander later this year, that means Toyota will have three three-row SUVs in its lineup. Obviously, the Highlander, Grand Highlander, and Sequoia all do different things, and the Sequoia’s body-on-frame platform is a draw for people potentially coming from something like the Chevrolet Tahoe or Ford Expedition.

Unfortunately, Toyota’s body-on-frame three-row isn’t nearly as good as its rivals. It lacks the space and comfort of some of those alternatives, and even though you can get it in a rugged TRD Pro trim (which is awesome), that’s about where the highlights end. Combine that with recent reliability issues, and it’s hard to justify the Sequoia.

Sienna: Keep

Vans are cool, and the Sienna is worth keeping. With Toyota selling a solid 101,486 units last year (sure, fleet sales are part of it), the longstanding minivan is worth keeping around. It has an efficient hybrid powertrain and lots of room for the whole family. Heck, you can even get it in a slightly ruggedized Woodland Edition trim.

Tacoma: Keep

The Tacoma saw a slight sales dip in 2025, due largely to the model changeover that happened last year—but that isn’t stopping the brand’s beloved compact pickup. It keeps on truckin’.

Tundra: Keep

The Toyota Tundra has had its fair share of issues recently, largely stemming from its twin-turbocharged V6 engine. Yet, it’s still a big seller for Toyota, with more than 147,000 examples finding new homes in 2025. Assuming Toyota can get many of those issues resolved, there’s no reason for the company to nix its otherwise excellent F-150 and Silverado rival.

Would This Work?

Pretending that this little list has any bearing on reality, Toyota trimming seven models and refocusing on its core products would bring the total model count to below 15 in the US. That’s more reasonable than the current amalgamation of vehicles that customers clearly have no interest in. 

We want your opinion!

What would you like to see on Motor1.com?

Take our 3 minute survey.

– The Motor1.com Team

Chasing reliability and comfort in a sports bike has long been a difficult task. It’s particularly true for the liter-class superbike space. These bikes want to reach blistering speeds, shed those speeds in a few hundred meters, and then defy physics to reach insane lean angles in a turn. Thus, lap times matter more than your lower back and forearm fatigue.

However, things have slowly changed in the past decade. We have several liter-class bikes with highly proven engines that can last thousands of miles with basic maintenance (like the Yamaha YZF-R1). And we also have sports bikes that seat you in a low saddle with almost a naked bike-like posture for easy road riding (like the BMW S 1000 RR). Both of these bikes have their own set of cons as well, though, so it’s fair if you wonder what could blend the reliability of a Yamaha and the comfort of a BMW in 2026. We’re happy to report that there is something that checks these boxes.

How The Yamaha YZF-R1 Promises Good Reliability

2026 YAmaha YZF-R1 Wheelie on a racetrack, front third quarter cinematic viewYamaha Motorsports

You will see endless reels on social media about Yamaha’s battery troubles. But you’ll rarely find something negative about the overall engine reliability of the CP4 powerhouse. That’s because this mill is over a decade old. So in its life, all of the reliability issues have long been ironed out. In fact, there haven’t been any serious recalls for several years now.

Ownership portals back that up. There are plenty of CP4 R1s with high mileage running perfectly fine with Yamaha’s claimed service guidelines (regular oil changes and valve clearance checks). Oh, and if something does indeed go wrong, you can trust Team Blue’s huge dealership network to iron things out ASAP.

Related

The Sports Bike Riders Choose When They Actually Ride Daily

One Honda sportbike stands apart from the daily-rideable crowd thanks to a clever drivetrain feature no rival can match.

How The BMW S 1000 RR Sets The Comfort Benchmark

2025 BMW S 1000 RR parked in the paddocksBMW

The R1 gets you great reliability, but it’s aggressive everywhere else. Heat dissipation isn’t great, and the riding posture is aggressive. These are things BMW’s superbike excels in. The S 1000 RR’s seat height is scarcely believable at 32.7 inches, which is in the ballpark of bikes like the KTM 390 Duke and Triumph Street Triple and lower than its direct rivals like the Ducati Panigale V4 and Aprilia RSV4.

At the same time, BMW has positioned the triple-tree and clip-ons higher up. So you sit more upright with less stress on the wrists and lower back. This is a conscious effort by BMW to boost comfort and usability in the real-world. The brand’s race-oriented machine–the M 1000 RR–has a 1.3-inch higher saddle in comparison.

The Honda CBR1000RR Gets You The R1-Like Reliability And S 1000 RR-Like Comfort

Honda

What’s the best of both worlds, you ask? Well, the Honda CBR1000RR walks that line well. The reliability part is partly thanks to it being a Honda and partly thanks to the fact that it has been unchanged since 2017. Spare parts are cheap, too. Ownership portals reveal no major issues with the platform, and you can find several high-mileage examples running with basic maintenance. You will even find owners with close to 100,000 miles running with no engine breakdowns!

As for comfort, the CBR1000RR checks all the necessary boxes. It follows Honda’s general approach of being friendly for the road first, evident from its almost 600cc supersport-like dimensions and a low sub-435-pound curb weight. At the same time, the saddle height is 32.8 inches–just 0.1 inches more than the S 1000 RR. Add to that the roomy, not-so-aggressive ergonomics triangle, and you get a super usable superbike. This comes from real-world riding experience of the said CBR.

Related

The Sports Bike That Quietly Became The Smart Buy In Its Class

This near-200-HP liter-class superbike just got a sizable price cut that makes it cheaper than a new Ducati Panigale V2!

The CBR1000RR Has An Aggressive Price, Justified By The Equipment On Offer

Honda

Other than Yamaha-like reliability and BMW-like comfort, the CBR1000RR makes a case for itself value-wise as well. The base price sits at $17,099 for the MY27 bike and $16,999 for the MY26 bike. Including ABS adds $300 to both prices. That makes the RR one of the most affordable superbikes on the market, only bettered by the sub-$16,500 MY25 Suzuki GSX-R1000.

Additionally, you’ll be glad to know there aren’t any corners cut. This was the near-flagship machine at the time (right under the SP variant), and Honda made sure the package had quality bits all over. Sure, this is an aged platform now (unchanged since 2017), but it still doesn’t feel cheap or dated. Here are some details.

Produces 190 HP From An Inline-Four Engine

We start with the engine, and the CBR1000RR has a screaming inline-four in typical superbike fashion. With a 76 mm bore, 55.1 mm stroke, and a 13:1 compression ratio, the mill is good for 190 horsepower and 82 pound-feet. Both figures peak under 13,000 RPM and the power reaches the wheel via a six-speed transmission. Yes, that doesn’t seem too much by modern-day superbike standards, but you should know that this is the exact same output as the recently refreshed Kawasaki Ninja ZX-10R.

A Twin-Spar Chassis Holds The Engine

Honda

Housing the engine is a race-derived twin-spar chassis with an aluminum construction. This pairs up with an aluminum subframe and swingarm. All of these originate from the world of WSBK racing to improve handling and reduce weight. As for suspension duties, these are handled by Showa equipment. Showa 43 mm Big-Piston forks and a Showa BFRC (Balance Free Rear Cushion) shock are present, both with full adjustability. They attach to 17-inch alloy wheels, wearing 2x 320 mm front discs (with Tokico calipers) and a 220 mm rear disc (with a Nissin caliper).

This Is One Of The Lightest Superbikes On Sale Today

Honda

We’ve already touched upon how compact the CBR feels, and its dimensions back that up. The curb weight is 432 pounds (434 with ABS), which is lower than all of its Japanese and European counterparts. Its wheelbase (55.3 inches) and rake (23 degrees) are also competitively compact. Oh, and since this belongs to the non-aero era, there are no protruding wings to worry about when you slice through tight spaces. All that bodes well for the overall practicality of the sports bike.

All The Necessary Safety Aids Are Present

Honda

Considering the CBR1000RR hasn’t had any updates since 2017, it’s totally fair for you to expect a barebones experience here. But we can happily confirm that’s not the case. By 2017, bikemakers had already introduced most of the rider aids we see today and Honda infused many of them in its flagship sports bike.

So a five-axis IMU and throttle-by-wire setup comes standard, enabling bits like a nine-level traction control system, rear lift mitigation, wheelie control, and cornering ABS. Engine power modes, engine braking modes, and ride modes are present, too. How do you access these? Via a TFT instrument cluster. Sure, it’s a small and largely simple setup, but this is readable and lets you toggle through everything seamlessly. We just hope Honda had thrown in a quickshifter and autoblipper, too.

Source: Honda Powersports

The eponymous consultancy of acclaimed car designer Ian Callum has reinvented the Jaguar XJ220. 

The new take on the XJ220 has yet to be revealed in full, but a side-profile image published by Callum Design showcases a dramatically different styling direction compared with the original. 

It is notably sharper around its haunches and there is a greater slope at its rear end. 

However, several cues remain intact, including the egg-shaped side windows and air ducts along its flanks.

Callum Design described the reimagined XJ220 as a “concept” and a “design study”, emphasising that there are no concrete plans to build a road-going car. But it added that the project “shows what’s possible” when working with the company, suggesting that a client with enough cash to spend could commission their own car.

The reworked XJ220 is expected to be revealed in full in the coming months. October marks the 35th anniversary of the production XJ220’s unveiling at the Tokyo motor show and that could provide Callum Design a fitting opportunity to celebrate the supercar.

Ian Callum, who was director of design at Jaguar from 1999 to 2019, has in recent years put his own spin on several historic cars. These include the Wood and Pickett Mini and the Aston Martin Vanquish – the latter of which he also originally designed. His consultancy has also been responsible for building a road-legal version of the Jaguar C-X75 concept, the ill-fated successor to the XJ220 and a car originally created while he was Jaguar’s design chief.

• Dodge has plans to rejoin NASCAR, and it might happen sooner than expected.   
• Dodge was planning to return in 2028, but recent breakthroughs have made a 2027 return possible.   
• Dodge still has challenges ahead in developing its NASCAR car.   

Last year, when Ram announced it wanted to race in the Craftsman Truck Series, CEO Tim Kuniskis said he wanted to rejoin the Cup Series, too, and we all know Ram has no car in its lineup. That means Dodge is likely returning to the premier racing series, and it could happen sooner than expected.

According to a new report from The Athletic, Dodge was planning to return to NASCAR in 2028, but recent development breakthroughs have accelerated that timeline. The automaker has allegedly already completed initial wind tunnel testing and is figuring out how it will produce the engines.

Challenges remain, according to the “multiple industry sources” who spoke to the publication, so a 2027 return isn’t certain just yet. The NASCAR season usually kicks off in February, so Dodge has less than eight months to finalize and validate the car.

Dodge’s return to NASCAR would give the series four manufacturers, with the Stellantis brand joining Chevrolet, Ford, and Toyota. Dodge left the series in 2021.   

Motor1’s Take: With how quickly Stellantis has been working to revive its American brands, we expect Dodge to be working double-time to return to NASCAR. That effort may see them in the series sooner than expected, which would be awesome to see a Charger racing alongside a Camaro and Mustang—and the Camry.  

We want your opinion!

What would you like to see on Motor1.com?

Take our 3 minute survey.

– The Motor1.com Team

Horsepower has increasingly become a numbers game, with automakers turning to hybrid systems and electric motors to reach ever-higher performance targets. Yet there is something undeniably compelling about a machine that achieves extraordinary power the old-fashioned way. In an era where electrification is reshaping the automotive landscape, one pickup truck stands apart by relying solely on a supercharged V8, delivering breathtaking performance without a single watt of electric assistance. Its existence is a reminder that raw combustion power, unmistakable engine sound, and mechanical character still have a place in the modern performance world.

Some may say that a supercharged engine isn’t the old-fashioned way of creating power, and they would be correct. That said, you can only produce so much power from a naturally aspirated engine, and at least with a supercharger, the power is immediate thanks to the direct connection to the engine, which you don’t find with turbocharged engines. This powerful truck uses its mechanical connection to deliver massive power, reminding you that it’s the top dog in the pickup truck class.

Why Pure Combustion Power Still Matters In A World Chasing Electrification

Massive Horsepower Without Batteries, Motors, Or Hybrid Assistance

2024 Ford F-150 Raptor R EngineTopSpeed

A completely naturally aspirated engine can reach high levels of horsepower, as proven time and again by muscle cars and pickup trucks, but those figures tend to have a top level. This means some form of assistance is required to boost power beyond those levels. The 6.2-liter engine in the Chevrolet 1500 achieves 420 horsepower, and the F-150’s 5.0-liter Coyote engine maxes out at 400 horsepower without help.

Instead of boosting power through a hybrid-electric assist system, which adds a completely new set of challenges for drivers, some automakers use supercharging. A supercharger boosts power differently than a turbocharger, using a fully mechanical connection to the engine to deliver forced induction that’s immediate and constant. Turbochargers require a buildup of gases and pressure to operate, creating the hated “turbo lag,” but that isn’t the case with a supercharged engine.

The Appeal Of Instant V8 Character That Technology Can’t Fully Replicate

37-inch BFGoodrich Tires on a 2023 Ford F-150 Raptor RFord

The added technology of a hybrid system, or the whine of a turbocharger, can’t replicate the pure guttural character of a V8 engine. The sound, throttle response, and personality of a massive V8 create an emotional connection that resonates with the hearts of gearheads and driving enthusiasts worldwide. A supercharged V8, with its mechanical connection, allows that sound and feeling to be realized, giving the massive engine the authenticity desired.

Related

This Forgotten Muscle Truck Had A Supercharged V8 And Nobody Remembers It

Before the Ford F-150 Raptor and the Ram 1500 TRX, there was a now-forgotten super truck from an unlikely company.

The Ford F-150 Raptor R Makes 720 Horsepower

A Supercharged 5.2-Liter V8 That Also Churns Out 640 Pound-Feet Of Torque

Front 3/4 view of 2023 white Ford F-150 Raptor R.Ford

One-upmanship has been part of human history since the dawn of time. In 1946, the Broadway musical Annie Get Your Gun featured a popular song, “Anything You Can Do (I Can Do Better),” which is fitting for this truck discussion. When the original Ford F-150 Raptor R debuted, it produced 700 horsepower. This didn’t quite match the Ram TRX, which delivers 702 horsepower from the Hellcat engine under the hood to extreme truck enthusiasts. That didn’t sit well with Ford, and the latest version of the Raptor R was born.

Base Trim Engine

5.2L V-8 ICE

Base Trim Transmission

10-speed automatic

Base Trim Drivetrain

Four-Wheel Drive

Base Trim Horsepower

450 HP @5250 RPM

Base Trim Torque

510 lb.-ft. @ 3500 RPM

Base Trim Fuel Economy (city/highway/combined)

10/15/12 MPG

Base Trim Battery Type

Heavy-duty lead acid battery

Make

Ford

Model

F-150 Raptor

The Raptor R uses a massive engine derived from the Shelby GT500 to produce extreme power and beat the Ram truck by 18 horsepower. This makes the Raptor R the most powerful truck that doesn’t use electrical help. This massive power is sent to all four wheels through a stout 10-speed automatic transmission, giving the pickup incredible quickness and speed, with the truck capable of hitting 60 MPH in 3.6 seconds and finishing a quarter-mile run in 12.0 seconds at 113 MPH.

How The Shelby GT500-Derived Engine Transformed The Performance Truck Segment

Avalanche Gray 2023 Ford F-150 Raptor RFord

The standard Ford F-150 Raptor uses a 3.5-liter twin-turbocharged V6 engine that produces 450 horsepower. While that’s certainly respectable, it doesn’t hold a horsepower candle to the Ram 1500 TRX. That’s where the Shelby GT500 engine comes in. Taking this supercharged engine and tuning it to extreme performance levels makes the Raptor R a true TRX challenger in terms of horsepower.

To ensure the Shelby engine would work in the truck, Ford made several modifications and strengthened components to prepare the 5.2-liter V8 for off-road challenges that are part of extreme truck performance driving. This meant making several chassis upgrades, adding the right tires, shocks, and suspension components, and beefing up the steering system. Nearly everything attached to the engine was modified for truck duty.

Related

Ford Could Electrify Its High-Performance Raptor Models

How the automaker will do this without spoiling the character of these vehicles remains to be seen.

Raw Power Is Only Part Of The Formula

FOX Dual Live Valve Shocks Help Control 720 Horsepower In The Dirt

2026 Ford F-150 Raptor R ShocksFord

The gas-pressurized Fox Dual Live Valve Shocks help harness the incredible power of the Raptor R when it hits the dirt. Trucks in this class are meant to race across the desert in Baja-style driving, which can only happen if the suspension system is up to the task. Thankfully, the Raptor R features one of the most advanced systems ever created, enabling constant adjustments while using a five-link coil rear suspension. That is much different from the standard F-150, which has a leaf-spring/solid axle setup.

In addition to the advanced configuration, Ford added a Panhard rod that connects the rear axle to the frame, ensuring sudden, devastating lateral movement doesn’t end the drive. The suspension allows the front wheels to travel 13.0 inches, while the rear wheels travel 14.1 inches, making for serious rock-crawling ability when called upon.

Standard 37-Inch Tires And Baja-Inspired Engineering Separate It From Ordinary Pickups

2026 Ford F-150 Raptor R TiresFord

The Ford F-150 Raptor R is impossible to miss; it stands 13.1 inches above the ground, which is significantly higher than the standard F-150’s 9.8 inches of maximum ground clearance. This ride height is partially due to the 37-inch tires that come standard on this off-road monster.

There’s no denying the purpose behind this truck. It was designed to be an amazing machine for the desert and other off-road terrains. Thanks to standard off-road features, including skid plates, special drive modes, a wide stance, and a locking rear differential, the Raptor R is built to post some incredible off-road numbers.

Related

The Secrets Behind The Ford F-150 Unmatched Truck Sales Leadership For 47 Years

The Ford F-150 has been the dominant force in terms of sales for the last 47 years, here is how this legendary truck has managed to stay up on top.

The Raptor R Became The Benchmark For Gas-Powered Performance Trucks

2026 Ford F-150 Raptor R Mid JumpFord

Ford and Ram have cornered the high-performance truck market with the Raptor R and TRX going head-to-head. Although GM and Toyota haven’t entered this challenge, having two trucks that go back and forth for power dominance is exciting. The recently-revealed Ram TRX SRT makes more torque than the Raptor R, boasting 680 pound-feet, but that might not be enough to satisfy the TRX team.

Before the Dodge Charger and Challenger Hellcat models went out of production, they were powered by extremely high-output versions of the same supercharged V8 engine found in the Ram TRX. Could Ram use a Redeye-tuned engine and deliver 797 horsepower in the TRX, delivering what could be the knockout blow in this conversation? Possibly.

Why The Horsepower War Remains Alive Despite Industry Electrification

2026 Ford F-150 Raptor R Tearing Up DirtFord

Supercharged V8 engines producing massive horsepower still get most off-road enthusiasts excited. Actually, these engines get most gearheads excited to see how much power they can produce in these trucks. Although electric trucks, such as the GMC Hummer EV, can deliver 1000 horsepower, they haven’t reached the same market share as the Raptor R and TRX. The sounds, smells, and pure mechanical power of trucks that don’t require electrical assistance are still seriously admired by many fans.

The Most Powerful Pickup That Doesn’t Need Electric Help Still Makes A Strong Case For Itself

Everyday Usability Remains Surprisingly Intact Despite Supercar-Level Output

2024 Ford F-150 Raptor R  Left Rear ProfileTopSpeed

The Ford F-150 Raptor R’s wide stance serves dual purposes. It’s impressively stable at high speeds and confident on the road. This truck can be relaxed and confident on the highway, making it easy to get around between your time on the trails.

Most off-road vehicles require compromises. They are great on the trails but terrible on the road; that’s not the case for the Raptor R. It seems well-behaved on the road with smooth driving manners and subdued road and tire noise. The cabin area is comfortable, modern, and easy to enjoy, making for a reasonably good daily driver, as long as you basically ignore the miserable fuel economy numbers of 10 city/15 hwy mpg.

Why The Raptor R May Represent The Peak Of The Modern Supercharged V8 Pickup Era

As more automakers turn toward electrification and emissions regulations continue to squeeze engine performance, the Raptor R might be the pinnacle of supercharged V8 truck performance. Naturally aspirated engines are becoming rarer than ever, especially V8 engines. Ram has turned to its Hurricane engine for many of its full-size pickup truck models, and Ford uses V6 engines in several truck applications as well. This means the Raptor R and TRX might stand alone at the top of the power mountain and eventually fall off due to regulations and electrification.

The Ford F-150 Raptor R’s appeal isn’t just about producing 720 horsepower; it’s about how that power is delivered, with the unmistakable sound, character, and excitement that only a supercharged V8 can provide. While future performance trucks may rely more heavily on batteries and electric motors, the Raptor R stands as a celebration of traditional American horsepower at its most extreme. That combination of raw power, genuine off-road capability, and unapologetic personality is what makes the Ford F-150 Raptor R more than just the most powerful pickup that doesn’t need electric help; it makes it one of the most memorable performance trucks of its era.

Sources: Ford, RAM, Edmunds

Hyundai has revealed the next iteration of its Elantra saloon, bringing a dramatic new look.

Named the Avante in its home market of Korea, it is the most extreme example of the brand’s new Art of Steel design language yet, with a number of hard lines and aggressive angles across its bodywork.

It is slightly larger than the rival Skoda Octavia, owing to a 30mm increase in its wheelbase compared with the previous-generation Elantra. Hyundai said it has prioritised improving interior space, with the saloon also growing 30mm wider.

Inside, it has been designed to be “cozy and comfortable”, according to Hyundai. The dashboard and doorcards’ designs cocoon around the seats, with customisable LED backlighting. 

As in the recently-revealed Ioniq 3 hatchback, the driver’s display is set high on the dashboard. This is intended to keep important information in the driver’s line of sight, so they do not have to divert their attention away from the road to check their speed or remaining range. 

A large infotainment touchscreen (measuring either 12.9in or 14.6in) takes centre stage. It runs on Hyundai’s new Pleos operating system, which will allow new functionality such as installing navigation and music apps in the screen, rather than having to use smartphone mirroring. An array of switches and dials for the climate control system sits just below the main screen.

In Korea, it will be available with two powertrains: a 2.0-litre petrol four-cylinder with 147bhp and a 1.6-litre hybrid with 155bhp. 

The hybrid also brings a new predictive regenerative braking system that reads the road ahead and automatically adjusts the strength of the regenerative effect, helping to keep the battery topped up.

In addition, it gets a ‘stay mode’ that allows the small traction battery’s reserves to power the climate controls and infotainment system while parked, in similar fashion to an EV with a larger battery.

Korean deliveries of the new Elantra will begin in the coming weeks, although Hyundai has yet to confirm whether it will be sold in Europe or the UK. The previous-generation car was not sold in those regions, despite having been tested here. However, Autocar understands that the latest iteration has yet to be ruled out, suggesting Hyundai may have had a change of heart.

It also remains to be seen whether the high-performance Elantra N will return – and whether it too could make it to Europe. 

• VW will reportedly double the planned layoffs to 100,000 employees.
• It may also close four factories, including an Audi plant.
• The VW core brand could be separated from the VW Group.

Volkswagen has already announced plans to eliminate 50,000 jobs in Germany across the core VW brand, Audi, Porsche, and its software subsidiary, CARIAD, by the end of the decade. However, according to a new report, the cost-cutting plan is far more drastic. The number of layoffs could double to 100,000, although it’s unclear whether all the cuts would occur by 2030 or continue into the next decade. VW has job security agreements in place until 2030, while Audi’s remain in effect through the end of 2033.

As if that weren’t bad enough, the report published by Manager Magazin alleges VW plans to shutter no fewer than four factories: Zwickau, Emden, Hanover, and Neckarsulm. The company would reportedly close the plants once production of their current models ends. The Zwickau site builds the ID.3, ID.4, and the likely-to-be-discontinued ID.5 for Volkswagen, along with the Audi Q4 E-Tron, Q4 Sportback E-Tron, and the Cupra Born.

The Emden facility assembles the ID.4, ID.7, and ID.7 Tourer. Meanwhile, the Hanover factory builds commercial vehicles such as the Transporter/Caravelle, ID. Buzz, and the Multivan/California. Neckarsulm is Audi’s production site for the A5, A6, A8, and E-Tron GT. The flagship sedan will go out of production this year, but the luxury automaker has promised a new A8-replacing flagship later this decade.

Photo by: Audi

Manager Magazin also alleges that VW is planning a major structural overhaul. The core brand and the components subsidiary would reportedly be spun off into separate companies, independent of the broader VW Group. The move would pave the way for the newly formed companies to be individually listed on the stock market.

Predictably, a spokesperson refused to comment on the report. However, the fact that VW didn’t flatly deny the claims suggests there may be some truth to them. Manager Magazin is a respected German business publication and likely has reliable sources familiar with the changes reportedly brewing within the VW Group. As the saying goes, there’s no smoke without fire.

Motor1’s Take: Eliminating 100,000 jobs from an automotive giant that employs roughly 657,000 people underscores the scale of the transformation the VW Group appears ready to undertake. Closing four factories would follow the shutdown of the Dresden site, which once built the Phaeton and later the ID.3, as well as Audi’s Brussels factory, where the Q8 E-Tron and Q8 Sportback E-Tron were produced.

On top of that, VW is moving Golf production out of Germany by relocating assembly of its most iconic model from Wolfsburg to Puebla, Mexico, starting in 2027. Through these sweeping changes, the company hopes to become more competitive as Chinese automakers continue to gain ground globally, particularly in the EV segment.

Source:

Manager Magazin (subscription required)

We want your opinion!

What would you like to see on Motor1.com?

Take our 3 minute survey.

– The Motor1.com Team

Jaguar Land Rover North America announced a recall today covering more than 250,500 Range Rover, Defender, and Discovery SUVs sold in the United States over a defect that could prevent the driver’s airbag from deploying in a crash. The recall spans the past six model years across all three nameplates—making it one of the largest safety actions JLR has undertaken in the U.S. market in recent memory.

NHTSA is involved, and a stop-sale order has also been issued, meaning affected vehicles currently sitting on dealer lots cannot be sold until the issue is resolved. If you own one of these models, checking your VIN now is the right first move.

Which Vehicles Are Affected And What The Defect Is

2025 Land Rover Discovery off-roadingLand Rover

The recall covers Land Rover Range Rover, Defender, and Discovery models from the past six model years—spanning the 2020 through 2025 model years across the three nameplates. The combined U.S. count sits at over 250,500 vehicles.

The core concern is a driver-side airbag that may fail to deploy during a crash. According to the recall filings flagged by NHTSA, the defect relates to an airbag system component that can prevent proper deployment under conditions where the bag should fire. A non-deploying driver’s airbag in a frontal or side-impact collision significantly increases the risk of serious injury to the driver. JLR has not publicly detailed the precise root cause—whether a wiring fault, sensor issue, or hardware component—beyond confirming the deployment concern, so further specifics should be treated as pending until NHTSA’s full investigation summary is published.

Stop-Sale Order Adds Urgency For Buyers And Dealers

Front action shot of 2025 Land Rover Defender OCTA driving through deep waterCar Buzz

Alongside the recall announcement, JLR issued a stop-sale directive covering new and dealer-inventory examples of the affected models. That means any unsold Range Rover, Defender, or Discovery from the covered model years currently on a dealership lot is frozen from sale until the remedy is in place.

For buyers who were mid-negotiation on one of these vehicles, that process is effectively paused. For current owners, the stop-sale doesn’t restrict driving the vehicle, but it does underscore how seriously JLR and NHTSA are treating this defect. An airbag that may not deploy is classified as a safety-critical failure—not a comfort or convenience issue—and the regulator’s involvement signals this will be resolved under close scrutiny.

What Owners Should Do Right Now

The immediate step is to check whether your specific vehicle is included. The NHTSA VIN lookup tool at nhtsa.gov/recalls accepts any 17-character VIN and will confirm whether a recall applies. You can find your VIN on the driver’s side door jamb, the lower corner of the windshield on the driver’s side, or on your registration and insurance documents.

Once confirmed, contact your nearest authorized Land Rover dealer to schedule the remedy. JLR has not yet publicly specified whether the fix involves a replacement component, a software or calibration update to the airbag control module, or a wiring repair—that detail will be included in the official owner notification letters, which NHTSA requires manufacturers to mail within 60 days of a recall filing. Dealers will perform the repair at no cost to the owner, as is standard for all federally mandated safety recalls. If your dealer cannot give you a timeline, ask them to document your appointment and follow up with JLR Customer Service directly.

Related

The Used Luxury SUV That’s Now Half The Price And Still Worth It

If you can brave the maintenance requirements, this used luxury SUV is an absolute bargain.

Context: JLR’s Recent Recall Activity

Front 3/4 angle of a 2024 Land Rover DiscoveryLand Rover

This is not JLR’s first large-scale U.S. recall in 2026. Earlier this year, the company recalled over 170,000 vehicles for a separate issue involving loss of drive power, and a more targeted recall covered 2026 Defenders specifically for a fuel tank defect. The current airbag recall is larger than both of those actions combined, and its scope across three core nameplates makes it the most significant JLR safety action of the year so far.

For owners who have been following JLR’s reliability record, the pattern is worth noting—though it’s also worth keeping in perspective. Recalls, when acted on promptly, are the system working as intended. The risk comes from ignoring them.

The bottom line: if you own a 2020–2025 Range Rover, Defender, or Discovery, run your VIN today. The repair is free, the dealer network is obligated to handle it, and an undeployed airbag is not a risk worth deferring.

Sources: TTAC, Reuters

Hyundai is set to retire the i30 hatchback with no direct successor as demand for traditional petrol hatchbacks continues to fall in Europe.

The i30 has been off sale in the UK for a year while remaining available in some European markets, but it will soon be axed for good – and any replacement is set to take a different form.

Asked about plans for the i30’s future – following the unveiling of a new-generation i20 supermini earlier this month, and the launch of the similarly sized Ioniq 3 EV – Hyundai’s Europe CEO Xavier Martinet hinted that no fourth-generation i30 is in the works.

“There might be a reason why we don’t talk much about it,” he said of the company’s petrol-powered Volkswagen Golf rival. 

“The problem is that in this segment the demand is not growing, and it’s also a vehicle that historically was mostly a fleet vehicle, on which the profit is not so high.”

The small proportion of retail sales was not enough to compensate for the low-profit fleet sales, he added, because “the price was lower, so the profits [were as well].

“When you put everything together, the business case is not extremely compelling.”

In recent years, several of the i30’s closest rivals have also been cancelled, including the Ford Focus, Kia Ceed and Renault Megane. 

Strong-selling stalwarts including the Volkswagen Golf, Peugeot 308 and Toyota Corolla continue, but the segment accounts for far fewer European sales than it once did, with mid-sized crossovers becoming the default choice as practical family runarounds.

Opel-Vauxhall boss Florian Huettl voiced similar sentiments to Martinet recently when he hinted at plans to replace the i30’s Astra rival with a less “traditional” C-segment offering – potentially some sort of SUV.

Hyundai could take a similar route as it looks to fill the gap left by the i30, Martinet suggested: “We might still have some answers coming, but it might be a different answer to the one we’ve got so far.

“I might be a bit cryptic in my answer, but at some point in time we have to know when to stop and how to do the next generation – this is one of the question marks we have.”

• The new Hyundai Elantra (Avante in South Korea) is longer and wider than its predecessor.
• It has more powerful 2.0-liter gas and 1.6-liter hybrid engines.
• The revamped Elantra gets Hyundai’s new Pleos infotainment system.

Korean brands are known for overhauling their cars’ designs when new models arrive, and the new Elantra is no exception. Introduced today at the 2026 Busan Auto Show in South Korea, where the compact sedan is sold as the Avante, the eighth-generation model looks completely different from its predecessor. We’re not just talking about the exterior but also the cabin, which has little in common with the outgoing car.

Giving off Iron Man vibes, the new Elantra has surprisingly flared wheel arches and flush door handles. Even without looking at the technical specifications, you can already tell it’s a bigger car thanks to the addition of a quarter window. The triangle-shaped glass behind the rear doors gives the profile an interesting look while emphasizing the car’s growth spurt. At 4765 millimeters (187.6 inches), it’s 55 mm (2.16 in) longer than its predecessor, with 30 mm (1.18 in) of that increase going into the wheelbase for a more spacious cabin. The revamped sedan now measures a generous 2750 mm (108.2 in) between the axles.

Hyundai goes as far as to say the new Elantra is nearly as spacious as a midsize sedan, so like a Sonata. Aside from the increase in length, the next-generation model is also 30 mm (1.18 in) wider, measuring 1855 mm (73 in). It’s also slightly taller than before, at 1,425 mm (56 in), although it’s unclear whether that translates into additional headroom. It does appear to have a slightly flatter roofline, which could provide more headroom for rear passengers.

Photo by: Hyundai

The New Hyundai Elantra Bulks Up

We’re told the next-gen Elantra adopts Hyundai’s “Art of Steel” design language, which translates to lots of edges and sharp lines. The headlights and taillights create an “H” motif, and we can’t help but notice the large ducktail spoiler stretching across the entire width of the rear end. Those two-tone wheels measure 18 inches and feature a five-spoke design that echoes the body’s angular styling.

The interior looks like it belongs to a higher-segment car and comes with Hyundai’s next-gen Android-based Pleos infotainment system. As standard, the touchscreen measures 12.9 inches, but customers can upgrade to a larger 14.6-inch display, which thankfully hasn’t swallowed all the physical controls. There are fewer buttons than before, but we’re glad to see traditional switchgear below the screen.

A small, horizontal digital instrument cluster is perched on the dashboard directly in the driver’s line of sight. Gone is the Hyundai logo on the steering wheel, replaced by the four dots representing the Morse code for the letter H, a design detail we’ve already seen on several other models. The gear selector has migrated behind the steering wheel, freeing up the lower portion of the center console, where there are now two wireless charging pads.

Photo by: Hyundai

Interior Moves Upmarket

Elsewhere, there’s ambient lighting in the door panels and dashboard, two large cupholders ahead of the center armrest, and conventional buttons on both the steering wheel and the driver’s door. The passenger side of the dashboard features a presumably soft, cushion-like pattern that creates the impression you’re sitting in a much nicer car than an Elantra.

In South Korea, Hyundai plans to sell the Avante with a naturally aspirated 2.0-liter gasoline engine producing 147 hp, up 25 hp from before. There’s also a more efficient 1.6-liter hybrid with a slight power bump to 155 hp. The latter gets the company’s latest regenerative braking technology and a new function called Stay Mode. It allows occupants to use the battery’s energy to power the air conditioning and infotainment system, much like in a fully electric vehicle.

The new Avante will go on sale domestically in the third quarter of the year, with the global Elantra likely to follow in 2027.

10

Source: Hyundai

Motor1’s Take: Hyundai is known for its daring designs, and the eighth-generation Elantra doesn’t disappoint. Regardless of the badge it wears, any new sedan is good news, and we’re certainly happy to see the mainstream segment isn’t being neglected.

There are more reasons to get excited about the future, as a high-performance N version with a bigger engine has already been announced. However, we’ll likely have to wait a couple of years before it reaches the market since the regular versions will lead the way.

We want your opinion!

What would you like to see on Motor1.com?

Take our 3 minute survey.

– The Motor1.com Team

There is a peculiar blind spot in the full-size luxury SUV market. Ask most buyers to name the segment’s go-to prestige truck and they will say Cadillac Escalade without hesitation. The badge carries weight earned over two decades of hip-hop cameos, celebrity driveways, and aspirational advertising. Yet parked right alongside it in every General Motors showroom sits a vehicle that shares the same T1 platform, the same 6.2-liter V8, and essentially the same three-row architecture, and starts roughly $13,000 cheaper. That vehicle is the GMC Yukon Denali, and it is perhaps the most underappreciated luxury SUV in America.

Base Trim Engine

3L Duramax I6 ICE

Base Trim Transmission

10-speed automatic

Base Trim Drivetrain

Rear-Wheel Drive

Base Trim Horsepower

305 HP @3750 RPM

Base Trim Torque

383 lb.-ft. @ 4100 RPM

Base Trim Fuel Economy (city/highway/combined)

15/20/17 MPG

Make

GMC

Model

Yukon

Segment

Full-Size SUV

The 2026 Yukon Denali starts at $80,400, while the base 2026 Cadillac Escalade opens at roughly $93,000. That gap buys a lot of options, a family vacation, or simply stays in your pocket. What it does not buy is a fundamentally superior driving experience, a meaningfully larger cabin, or dramatically better towing credentials. For buyers who prize substance over status symbol, who want a refined, capable, three-row luxury SUV without broadcasting their net worth at every stoplight, the Yukon Denali deserves far more attention than it typically receives.

Why The GMC Yukon Denali Delivers Much Of The Escalade Experience For Less

Exterior and interior views of 2025 GMC Yukon Denali Ultimate.Garret Donahue

General Motors built the Yukon Denali and Cadillac Escalade on the same bones, and that shared foundation tells the real story. Both ride on GM’s full-size truck platform with an independent rear suspension setup that transformed the driving dynamics of these body-on-frame SUVs when the current generation arrived. Both offer the same powertrain choices: the standard 6.2-liter EcoTec3 V8 producing 420 horsepower and 460 pound-feet of torque, paired with a 10-speed automatic transmission, and both are available with rear-wheel or four-wheel drive.

The price gap, however, is substantial. The 2026 Yukon Denali starts at $80,400, while a comparably equipped Escalade climbs considerably higher once you add features that come standard on the Denali. A fully optioned Yukon Denali tops out around $103,300, while achieving a similar specification level on an Escalade costs approximately $114,250, a difference of over $10,000 even at the top of both ranges. The more you configure, the wider that gap becomes.

Exterior view of 2025 GMC Yukon Denali Ultimate.Garret Donahue

Depreciation also favors the GMC. According to iSeeCars.com, the GMC Yukon retains approximately 46.67% of its original value after five years, compared to just 39.07% for the Cadillac Escalade, a difference that can translate to more than $17,000 in real-world depreciation savings. For buyers who trade vehicles every four to five years, that number matters considerably. The Denali badge may not have the Escalade’s cultural cachet, but it represents measurably smarter economics.

Related

10 Full-Size SUVs That Depreciate The Most After 5 Years Of Ownership

These models struggle to retain value in a class that is experiencing a downtick in popularity.

A Spacious Three-Row Cabin That Prioritizes Comfort And Practicality

2026 GMC Yukon Rear SeatsGMC

Step inside the 2026 Yukon Denali and the first thing that registers is scale. The standard-wheelbase Yukon measures 210.1 inches overall, delivering 25.5 cubic feet of cargo space behind the third row, 72.5 cubic feet behind the second row, and a substantial 122.8 cubic feet when all rear seats are folded. Opt for the Yukon XL Denali and those numbers grow to 41.5, 93.6, and 144.5 cubic feet respectively across its 225.2-inch length, figures that rival dedicated cargo vans in practical terms.

The Yukon Denali’s cabin is genuinely premium rather than merely pretending to be. Standard features include a power-sliding center console that moves rearward by ten inches to open up the floor space between front occupants, a feature that sounds trivial until you are actually using it. Magnetic Ride Control comes standard on the Denali, delivering the kind of composed, flat body motion that makes long highway miles feel effortless. Front legroom measures 44.5 inches, and the Yukon’s seating accommodates up to eight passengers, making it a practical proposition for larger families.

Interior views of 2025 GMC Yukon Denali Ultimate. Garret Donahue

Step up to the Denali Ultimate trim, which starts at $103,900, and the interior becomes genuinely opulent. Available features include 16-way power front seats with heating, ventilation, and massage function, an 18-speaker Bose Performance Series CenterPoint sound system, available second-row executive captain’s chairs with their own heating, ventilation, and massage functions, and available Bose head-restraint speakers integrated into the second-row headrests. The cabin also offers a 15-inch diagonal multicolor head-up display as standard on both Denali grades, alongside a panoramic sunroof that floods the interior with natural light. For a family that spends serious time in their SUV, this is a cabin built around how people actually live.

Related

10 Affordable Used SUVs With Luxury-Level Features

Some used SUVs make for great pre-owned bargains; these affordable used SUVs also have the added bonus of a touch of luxury.

V8 Power And Serious Towing Capability

Exterior views of 2025 GMC Yukon Denali Ultimate.Garret Donahue

The 6.2-liter EcoTec3 V8 that powers the 2026 Yukon Denali as standard equipment is not a token gesture toward performance; it is a legitimate powerplant with 420 horsepower and 460 pound-feet of torque that moves this large SUV with genuine authority. Paired with the 10-speed automatic transmission, the engine delivers smooth, responsive acceleration whether merging onto a freeway or overtaking on a two-lane road. It is the same engine Cadillac starts the Escalade with, which means the Yukon Denali buyer gets identical power delivery from dollar one rather than having to option up.

For those who prefer efficiency over outright power, the available Duramax 3.0-liter turbodiesel is worth serious consideration. Producing 277 horsepower and 460 pound-feet of torque, matching the V8’s torque output while returning better fuel economy, the diesel is no longer offered in the Escalade, making it an exclusive advantage for the Yukon buyer. It is an engine particularly well-suited to long-distance driving and towing, where torque-rich, low-RPM grunt is more useful than peak horsepower.

2026 GMC Yukon Towing An Airstream TrailerGMC

Towing credentials are where the Yukon Denali quietly outpoints its Cadillac sibling. The Yukon offers up to 8,400 pounds of maximum towing capacity, while the Escalade is limited to approximately 8,100 pounds, a 300-pound advantage that meaningfully expands the Yukon’s capability envelope for buyers hauling boats, trailers, or horse trailers. Adding GMC’s Max Trailering Package and Enhanced Trailering Technology Package for a combined cost of approximately $1,215 unlocks features including a trailer brake controller, smart trailer integration indicator, trailer-side blind zone alert, auxiliary trailer camera, trailer tire pressure and temperature sensors, and hitch guidance with hitch view. These are serious tools for serious towing, and they are available on the Yukon Denali for considerably less than the equivalent Escalade configuration.

Related

The Hennessey H600 Is The Ultimate 2025 GMC Yukon Denali, Literally

When the Denali’s stock 6.2-liter 420-horsepower V-8 just isn’t enough, Hennessey has you covered.

Premium Technology And Refinement Without A Flashy Persona

Interior views of 2025 GMC Yukon Denali Ultimate. Garret Donahue

The 2026 Yukon Denali’s technology suite is expansive and genuinely useful rather than spec-sheet theater. The standard infotainment interface pairs wireless Apple CarPlay and Android Auto with a Wi-Fi hotspot, SiriusXM satellite radio, Bluetooth, multiple USB inputs, navigation, and HD radio. Wireless charging and a multicolor 15-inch diagonal head-up display that projects critical information directly onto the windshield are also on board, reducing the need to glance away from the road.

Available Super Cruise hands-free driver assistance technology, which uses precision LiDAR map data and a driver attention system to enable genuine hands-free highway driving on compatible roads, is offered on both Denali grades. On the Denali Ultimate, it comes standard with a three-year OnStar One plan included. Super Cruise is among the most capable semi-autonomous driving systems currently available in any production vehicle, and its presence in the Yukon Denali’s feature list is a significant practical differentiator.

Exterior and interior views of 2025 GMC Yukon Denali Ultimate.Garret Donahue

The Denali Ultimate further raises the technology bar with available Night Vision, which uses thermal imaging to detect pedestrians and large animals beyond the reach of headlights, displaying the image on the infotainment screen and alerting the driver to detected hazards directly ahead. An available rear-seat media system offers 12.6-inch diagonal HD touchscreens behind the front seats, two Bluetooth headphone sets, and two HDMI ports, a genuinely useful feature for families with children on longer journeys. Up to 13 available camera views, including HD Surround Vision and an available Rear Camera Mirror, round out a technology package that handles both daily driving tasks and complex maneuvering with equal confidence. Where the Escalade holds a clear advantage is its signature curved OLED triple-screen display, genuinely dramatic and unique to Cadillac. But for buyers who want everything to work seamlessly rather than simply look spectacular, the Yukon Denali’s cabin delivers exactly that.

Why Buyers Seeking Quiet Luxury Should Compare The Yukon Denali And Escalade

Exterior and interior views of 2025 GMC Yukon Denali Ultimate.Garret Donahue

The honest case for the GMC Yukon Denali over the Cadillac Escalade comes down to a simple question: what are you actually buying when you write the bigger check? If the answer is the Escalade’s badge, its unmistakable front grille, and the cultural shorthand it communicates at a glance, then pay the difference; that transaction is legitimate and the Escalade earns it. But if the answer is space, comfort, power, capability, and genuine premium refinement for the miles you actually drive, then the Yukon Denali is not a compromise. It is the smarter choice.

The two vehicles share a platform, powertrains, passenger capacity, and a substantial overlap of interior comfort features. The Yukon Denali actually tows slightly more, and it retains its value better over a five-year ownership cycle. It also provides access to the same Super Cruise hands-free driving technology, the same Magnetic Ride Control suspension tuning, and, in Denali Ultimate specification, a cabin that is objectively luxurious. The GMC Yukon also outsold the Cadillac Escalade by more than two to one during 2024, a statistic that suggests the market already understands something the conventional luxury narrative ignores.

Front 3/4 view of 2025 GMC Yukon Denali UltimateGarret Donahue

What the Yukon Denali does not do is announce itself with the Escalade’s particular kind of presence. The chrome grille is refined rather than bombastic. The overall design is handsome and substantial without being theatrical. In a parking lot full of aspirational statements, the Yukon Denali is the vehicle driven by someone who has already arrived. That quality, understated confidence in place of deliberate spectacle, is its own form of luxury.

The 2026 GMC Yukon Denali starts at $80,400 for the standard Denali and $103,900 for the Denali Ultimate, available with up to eight seats, a standard 6.2-liter V8, Magnetic Ride Control, a 15-inch head-up display, and a technology package that covers virtually every need a modern family could have. Any shopper serious about a Cadillac Escalade owes themselves a proper drive in the Yukon Denali first. The numbers, the space, and the experience may well make the decision for them.

Sources: General Motors U.S. & iSeeCars

Engine: The 1.0-litre VVT-i engine has been powering Aygos for more than two decades and is known to be very reliable. That doesn’t mean you shouldn’t check the oil before buying, however, and be wary of any cars without a complete service history.

Body: This is a city car, so check for kerb damage to the alloy wheels and scuffs around the body.

Insurance: Like many of its small car classmates, the Aygo is among the cheapest cars to insure, ranging between groups five and seven. Our quote of £307 for a year was for a 35-year-old professional male with a clean licence and full no-claims bonus living in Swindon.

Also worth knowing

Special editions are numerous, although none received chassis or powertrain alterations. The Limited Edition added Army Green paint and orange highlights, quilted leather heated seats and the canvas roof. The Undercover Edition, created in collaboration with a Japanese fashion designer, had blueish-grey paint and red accents, plus ‘Chaos’ and ‘Balance’ logos on the roof and the floor mats. Its red seats are a bold touch.

The JBL Special Edition gets a premium sound system from JBL, which was otherwise an option. It’s worth seeking out if you’re a music lover. There’s even a subwoofer under the boot floor.

Air Edition was based on Edge trim (the others used Exclusive as a base) but had the canvas roof as standard and came in a few more colours, such as Brass Gold. Annual VED is £195 on all cars.

How much to spend

£6500-£8499 A few 100,000-milers, which is a testament to Aygo X reliability. Also plenty of write-offs, many with a tenth of that mileage and in top trims. Check the severity of the damage before you buy.

£8500-£10,999 Mostly early Pure models with average mileage for their age (40,000-50,000), although a few Edge versions stand out.

£11,000-£12,999 Plenty of Edges and Exclusives, some with the CVT gearbox or the roll-back canvas roof.

£13,000-£20,000 Lightly used special editions, nearly new cars and even a few unregistered examples with delivery mileages.

• General Motors will invest $275 million into its Spring Hill, Tennessee, facility.
• $150 million will go ‘to support a future Cadillac internal-combustion product.’
• The facility currently builds four models, and this future Cadillac will be its fifth.  

General Motors recently announced that the company is investing $275 million into its Spring Hill, Tennessee, facility. Part of that investment—$125 million—will go to support the continued production of the automaker’s 2.7-liter engine. GM has earmarked the rest for a future combustion-powered Cadillac.  

In the press release, the Detroit automaker said it would spend $150 million at the plant “to support a future Cadillac internal-combustion product.” What product the factory will build is a mystery, but it’s likely something new.  

Photo by: Cadillac

The facility currently assembles four vehicles: the Chevrolet Blazer, Cadillac Lyriq, Cadillac Vistiq, and Cadillac XT5. This new Cadillac product will be its fifth. GM assembles the Escalade alongside its trucks in Michigan, and the electric Optiq is built in Mexico.  

The current-generation Cadillac CT4 and CT5 are on the way out, but the brand is developing a next-gen CT5 sedan with combustion power. Production is rumored to remain in Lansing, which might be built alongside a new Chevrolet Camaro and possibly a new Buick sedan.  

Considering the facility exclusively builds crossovers, we expect whatever future Cadillac product is coming will be the same, and it would make sense. The Escalade and XT5 are Cadillac’s only combustion-powered SUVs in a market that still craves the high-riding vehicles.  

Motor1’s Take: With electric vehicle sales faltering and consumers continuing to prefer gas-powered vehicles, Cadillac’s decision to potentially introduce a new combustion model is a smart move. The current XT5 is a decade old, and it needs something fresh and different. 

We want your opinion!

What would you like to see on Motor1.com?

Take our 3 minute survey.

– The Motor1.com Team

The conventional wisdom has always been simple: if you want a world-class mid-engine sports car, you pay the European premium. For decades, that meant sending your check to Stuttgart, Maranello, or Sant’Agata. Today, that logic is harder to defend than ever. An American made sports car has redrawn the performance map in ways that would have seemed implausible just a few years ago. It is a genuinely mid-engined, rear-wheel-drive sports coupe producing 495 horsepower from a naturally aspirated 6.2-liter V8, and it starts at approximately $76,345. That is around $27,000 less than the Porsche 718 Cayman GTS 4.0’s $103,300 base price.

The Porsche 718 Cayman GTS 4.0 is a formidable benchmark. With a high-revving, naturally aspirated 4.0-liter flat-six producing 394 horsepower, razor-sharp steering, and a chassis widely considered one of the most balanced in the sports car segment, it sets the credibility bar for this class. But documented lap data from independent sources, including Car and Driver’s direct head-to-head test, shows the American challenger matching or beating the Cayman GTS 4.0’s on-track times while costing significantly less.

UPDATE: 2026/06/25

This article has been updated to include commentary from our test drive of the vehicle.

When Smart Engineering Delivers Supercar-Like Pace Without The Premium

A front 3/4 shot of a 2011 Ferrari 458 ItaliaFerrari

For most of automotive history, mid-engine placement was the exclusive preserve of exotic machinery. Ferrari, Lamborghini, McLaren. The layout that positions the engine just ahead of or beside the rear axle, optimizing weight distribution and mechanical grip, carried a price tag to match its engineering pedigree. When mid-engine sports cars appeared at more accessible price points, the original Honda NSX being the defining exception, they were engineering outliers celebrated precisely because of their rarity.

Front 3/4 shot of 2025 Porsche 718 Cayman GTS 4.0 in redPorsche

That landscape has shifted materially. The Porsche 718 Cayman, in GTS 4.0 specification, now represents the European standard-bearer for what a serious, driver-focused mid-engine sports car should feel like at under six figures. It deploys a 4.0-liter naturally aspirated flat-six making 394 horsepower and 317 pound-feet of torque, revving freely to 8,000 rpm, and is available with either a close-ratio six-speed manual or Porsche’s own seven-speed PDK dual-clutch automatic. Weighing around 3,086 pounds, the Cayman GTS 4.0 generates 1.03 g on the skidpad and stops from 60 mph in 98 feet. It is precise, communicative, and deeply satisfying — essentially the platonic ideal of the driver’s sports car, priced from $99,700.

Related

The German Supercar That Plans To Show The Corvette ZR1 Who’s Boss

This German brand isn’t giving up on reclaiming its lap record.

How The C8 Corvette Stingray Z51 Delivers Exotic-Car Balance

A front and side view of a 2026 Chevrolet Corvette Stingray drivingChevrolet

Into that landscape arrives the C8 Corvette Stingray Z51: mid-engine, rear-wheel-drive, 495 horsepower, 470 pound-feet of torque, and a base price that enters the conversation at roughly $76,345. The Z51 package, a $6,345 add-on to the base Stingray’s starting $70,000 before fees, delivers upgraded Brembo brakes, a performance-tuned suspension with magnetorheological dampers, an electronic limited-slip differential, a performance exhaust, a rear spoiler, a front splitter, and Michelin Pilot Sport summer tires. The result is not a budget approximation of exotic performance. It is the real thing, and independent track data proves it.

Base Trim Engine

6.2L V8 ICE

Base Trim Transmission

8-speed auto-shift manual

Base Trim Drivetrain

Rear-Wheel Drive

Base Trim Horsepower

490 HP @6450 RPM

Base Trim Torque

465 lb.-ft. @ 5150 RPM

Base Trim Fuel Economy (city/highway/combined)

16/24/19 MPG

Base Trim Battery Type

Lead acid battery

Make

Chevrolet

Model

Corvette Stingray Coupe

The mid-engine layout in the C8 is not a marketing conceit. General Motors relocated the 6.2-liter LT2 V8 from its traditional front-mounted position to just ahead of the rear axle, a fundamental architectural decision that changes how the car behaves at the limit in measurable ways.

A rear-end shot of a red 2026 Chevrolet Corvette Stingray at a golf courseChevrolet

The C8 Stingray Z51’s weight distribution sits at approximately 40 percent front, 60 percent rear, a balance that places mass closest to the car’s center of gravity and reduces polar moment of inertia. In practical terms, the car rotates more willingly around its own axis, transitions between directions feel more fluid, and traction off the apex is maximized because the driven rear wheels are loaded by the engine’s mass above them. Chevrolet pairs this geometry with a dry-sump lubrication system, aluminum double-wishbone suspension at all four corners, and the Z51-specific magnetorheological shock absorbers, which adjust their damping rates thousands of times per second based on sensor inputs from accelerometers across the car.

The Michelin Pilot Sport 4S tires fitted as standard to the Z51, 245/35ZR19 at the front and 305/30ZR20 at the rear, are asymmetric summer performance compounds matched to the chassis’ cornering targets. The electronic limited-slip differential, also exclusive to the Z51, redistributes torque between the rear wheels to maximize traction during corner exit. At Car and Driver’s Grattan Raceway test, the C8 Z51 recorded a figure-eight time of 23.4 seconds at 0.86 g, 0.2 seconds quicker than the Cayman GTS 4.0, which managed the same course in 23.6 seconds at 0.85 g. The gap is marginal, but the direction of the result is not.

Related

14 Affordable Alternatives To The Porsche 911 In 2026

These sports cars prove that you can still find the magic and thrill of a proper sports car for less than the price of a Porsche 911.

Lap Times, Acceleration, And Track Data That Put The Cayman GTS 4.0 Under Pressure

2025 Porsche Cayman 718 GTS cabin shotPorsche

Numbers without context are noise. Here is the context. Car and Driver conducted a direct comparison test between the 2020 Chevrolet Corvette Stingray Z51 and the 2020 Porsche 718 Cayman GT4, a car sharing the same 4.0-liter naturally aspirated flat-six as the GTS 4.0, at the same 394 horsepower output, in a platform built specifically for track use. The venue was Grattan Raceway in Belding, Michigan, a 1.9-mile technical circuit that rewards chassis balance, mechanical grip, and braking precision over raw power.

The result: Chevrolet Corvette Stingray Z51, 1:26.4. Porsche 718 Cayman GT4, 1:26.5. One tenth of one second separated the two cars after multiple laps of independent professional testing. The C8 Z51 was faster. It was also faster to 60 mph. Car and Driver recorded 2.9 seconds to 60 mph versus the Cayman’s 4.4 seconds, and through the quarter mile at 11.2 seconds compared to 12.0 seconds for the Porsche. The C8’s straight-line superiority is decisive; its lap-time parity with a car priced higher and engineered specifically for circuit performance is the more remarkable finding.

LapMeta’s Broader Database Corroborates The Pattern

A detailed view of a 2026 Chevrolet Corvette Stingray interiorChevrolet

The C8 Stingray Z51 has recorded a 1:53.4 at Buttonwillow Raceway’s 13CW configuration, a track that combines tight technical sections with long full-throttle sweeps, demanding both cornering balance and power delivery. Owner and track-day records at venues including Virginia International Raceway show the C8 Z51 consistently producing lap times in the same bracket as competitors costing substantially more. The car’s 495 horsepower and 470 pound-feet, deployed through a launch control system and a genuinely quick dual-clutch transmission, translate to mid-corner drives that compensate for any small chassis deficit against lighter European rivals.

Track-day owners consistently report the C8 Z51 as approachable at the limit. The mid-engine balance means understeer is manageable and progressive, rather than the sudden, difficult-to-catch snap associated with front-heavy sports cars. Multiple owners participating in open-lapping events at circuits like the Autobahn Country Club and Thunderhill note that the car rewards early throttle application and responds predictably to trail braking. The C8 is not as scalpel-sharp as the Cayman GTS 4.0 in corner entry — the Porsche’s smaller dimensions and lighter weight give it an edge in feedback and immediacy — but the lap times make the performance case without ambiguity.

Related

The Japanese Sports Car That Drives Like A Porsche – Without The Ownership Anxiety

Satisfying ownership costs with driving dynamics on-par with Porsche.

Dual-Clutch Precision, Everyday Comfort, And Performance You Can Use

Shot of 2021 Chevrolet Corvette Stingray 3LT engine bayBring A Trailer

Both the C8 Corvette Stingray Z51 and the Porsche 718 Cayman GTS 4.0 offer dual-clutch transmission options, but the execution and positioning of each unit differs in ways that matter to a daily driver. The C8 uses an eight-speed dual-clutch gearbox developed in partnership with Tremec, a wider-ratio unit than the PDK, designed to balance track-day launch performance with highway cruising refinement. It enables the C8’s 2.9-second 0-60 mph time through a launch control system that manages wheel spin and clutch engagement with precision. In automatic mode, it manages gear selection well for everyday driving; in manual mode via the steering-column-mounted paddles, response is immediate and satisfying.

The Porsche 718 Cayman GTS 4.0 is offered with either a six-speed manual or the brand’s seven-speed PDK dual-clutch. The PDK is, by common consensus, one of the most refined dual-clutch units available in any production car, faster than a human can shift, perfectly calibrated in automatic mode, and responsive to manual inputs. It is also available with a stick shift, which the C8 is not. The Corvette is dual-clutch only, and buyers who prioritize the engagement of rowing their own gears will find that the Porsche offers something the Chevrolet simply cannot. That is a genuine product difference, not a quibble.

In Everyday Use, The C8 Z51 Acquits Itself Well

The interior is a considerable step forward from any previous Corvette generation, a driver-focused cockpit with a 12-inch reconfigurable instrument cluster, an eight-inch center touchscreen, and materials that no longer embarrass the car’s performance credentials. Forward visibility is excellent thanks to the low cowl enabled by the mid-engine layout. Cargo space, 12.6 cubic feet split between a front trunk and rear storage, is usable. Fuel economy on the highway is a respectable 25 mpg. The Z51 suspension, while firmly calibrated, does not produce the tooth-rattling ride associated with dedicated track-only upgrades.

The 718 Cayman GTS 4.0 offers a more uniformly polished daily experience: Porsche’s interior fit and finish remains the segment reference, the ride quality in normal mode is genuinely comfortable, and the flat-six soundtrack is one of the great sensory experiences in modern motoring. Options lists, however, are where Porsche extracts its badge tax most aggressively: adaptive cruise control, rear-view cameras, and premium audio can add thousands to a car already priced over $100,000.

What Our Test Drive Revealed

2020 Chevrolet Corvette Stingray front 3/4 shotGM

Our team has had the opportunity to test numerous C8 Corvettes, from the first-of-its-kind E-Ray to the track-ready Z06, and, coincidentally, the 3LT Stingray with Z51 package. Our first impression praised its Euro design, with our team calling it “possibly one of Chevy’s best designs to date,” which may not resonate with the classic car folk, but it’s definitely a viable take, as the C8 looks nothing like the vehicles that have come from Chevy, or any American brand, before – save for Hennessey and Saleen’s creations, which will cost much more than the Corvette.

Our reviewers noted the exceptional handling and track ability, comparing it to models twice its price, like the Audi R8 and Porsche 911, with the Z51 package being essential if you plan on taking the Corvette to the track.

Without the Z51 package, the C8 Corvette will make the sprint to 60 mph in around three seconds. Tack on the Z51 package, and those extra 5 ponies make a big difference – you’ll be looking at a sprint time in the 2.67 – 2.8-second range depending on the day and conditions.

Why The C8 Corvette Stingray Z51 Is The Smart-Money Choice

Chevrolet Corvette C8 Stingray (2020), top down, profileChevrolet

The math is straightforward. A 2026 Chevrolet Corvette Stingray with the Z51 Performance Package starts at approximately $76,345. A comparably equipped 718 Cayman GTS 4.0 begins at $103,300, a gap of roughly $27,000 before either buyer adds a single option. Once you account for common additions (adaptive dampers, premium audio, enhanced interior trims), well-equipped examples of each car diverge further. That $27,000 buys a lot of track days, tires, and maintenance.

The performance case for spending the extra money on the Porsche is difficult to construct on lap-time data alone. Independent testing shows the C8 Z51 matching the Cayman family’s lap time with a tenth of a second to spare, besting it to 60 mph by a wide margin, and producing more power than the Porsche’s flat-six can generate from its naturally aspirated architecture. For buyers primarily interested in what the car does at the limit, the Corvette delivers equivalent, and in some measurable respects superior, performance per dollar.

Depreciation Is Where The Calculus Shifts

Rear 3/4 shot of 2025 Chevrolet Corvette Stingray in blue parkedCarBuzz

Porsche’s 718 Cayman GTS 4.0 is a strong value-hold: the 718 range consistently ranks among the lowest-depreciating sports cars on the market, with studies showing five-year depreciation rates in the 10 to 22 percent range. A 2021 Cayman GTS 4.0 purchased at launch near $100,000 retains approximately $85,000 in current private-party value, a remarkably stable curve. The C8 Corvette Stingray, by comparison, depreciates more aggressively. Several market analyses note that C8 Stingrays have lost value at a faster rate than the Porsche equivalents, particularly as the initial post-launch demand premium has normalized. Buyers who prioritize long-term ownership cost, or plan to sell within three to five years, should factor that into the equation honestly.

Side angle shot of 2025 Corvette Stingray in red parked outside of tennis clubCorvette

Where the Corvette’s value proposition is most compelling is for the buyer who will keep the car, drive it hard, and is not financing a hedge against resale. The C8 Z51’s running costs are not dramatically higher than the Cayman’s, scheduled service intervals are comparable, and the V8’s mechanical simplicity means fewer complex sub-systems to maintain than the Porsche’s sophisticated flat-six. Insurance rates vary by region and driver profile, but the C8’s lower purchase price generally produces a lower insured value.

The Porsche 718 Cayman GTS 4.0 is a magnificent sports car. Its steering is more communicative, its throttle response more tactile at the limit, and its brand prestige remains unrivaled in this segment. For buyers for whom those qualities justify a $24,000 premium, and who plan to sell within a few years and benefit from Porsche’s superior residuals, the Cayman is the correct answer. For everyone else — the buyer who wants documented mid-engine performance, genuine track capability, more power, and a starting price that keeps the bank account intact — the C8 Corvette Stingray Z51 makes an argument the lap times fully support.

Sources: Porsche U.S., Chevrolet U.S. & Car and Driver

As battery technology improves, so the terminology gets more confusing, but soon it may pay to understand the differences when choosing an EV.

Renault and MG have announced forthcoming updates to their respective technologies, with both edging closer to solid-state lithium-ion from conventional liquid electrolyte technology.

MG says it will be the first brand to mass-produce a semi-solid-state battery, called SolidCore. It will be introduced in European MG EVs at the end of this year and is claimed to offer a longer range and faster charging with enhanced cold-weather and all-round performance. MG says the cells contain solid and liquid electrolytes, with around 5% liquid content. Other manufacturers developing semi-solid tech often use an electrolyte gel, which differs from MG’s approach.

Earlier this year, Renault’s EV and software arm, Ampere, announced a deal with Basquevolt to fast-track development of lithium metal-based lithium ion batteries. Basquevolt’s lithium metal battery tech will form the basis of the development for what will be a solid-state battery technology using ‘solid-state-type polymer’ electrolyte, rather than the conventional liquid electrolyte, to enable the use of lithium metal anodes.

Anodes (negative electrodes) of lithium ion batteries are usually graphite, often with some silicon content to improve energy density. Were they made from lithium metal (like early prototype lithium ion batteries), the battery’s energy density by weight would increase substantially. But lithium metal has so far presented insurmountable difficulties for use in large EV batteries.

Examples include the formation of dendrites, needle-like formations that branch out through an electrolyte until it reaches the cathode (positive electrode), shorting out the cell. Another challenge is that a lithium metal-based cell’s volume increases and decreases during cycling, which poses a challenge within the tightly packaged confines of a battery pack. Research into the design and materials is ongoing, with several different approaches being taken.

Ampere and Basquevolt have been collaborating for the past year and Basquevolt is said to be demonstrating already that its tech can achieve high energy density while reducing battery pack manufacturing costs.

The safe adoption of lithium metal anodes would result in step changes in both battery capacity and charging speeds, taking manufacturers closer to achieving parity with (if not matching) the time taken to refuel an ICE car.

Semi-solid-state batteries are a more mature technology and MG started mass production of the SolidCore battery last year. But many of the big names are developing all-solid-state as well, with Nissan promising to launch an EV powered by one in 2028, while others, including MG, snap at its heels.

• Ian Callum has unveiled a modern interpretation of the iconic Jaguar XJ220.
• The design study retains key XJ220 cues, including its sleek proportions, distinctive cabin shape, rear vents, and silver finish.
• Production hasn’t been confirmed, but Callum Designs hinted that more details are coming soon.

Earlier this week, I spoke with automotive design legend Ian Callum about everything from the lineage of the Aston Martin Vanquish to the challenges facing modern Jaguar. Unfortunately, not once during our conversation did he mention this: a reborn Jaguar XJ220. Cheeky.

In a post on the Callum Designs Instagram page, the company revealed a teaser of what it describes as a modern interpretation of the iconic XJ220. Callum himself designed the project, and while there’s no confirmation that it will reach production, the idea hasn’t been ruled out entirely. Either way, just look at it:

Details remain scarce, but the single image released so far is enough to get people excited. The design looks stunning. Its sleek, modern lines are paired with just enough DNA from the original XJ220 to make it feel like a genuine successor rather than a simple homage.

The overall silhouette, greenhouse, and rear vents all echo the original supercar. Even the distinctive disc-style wheels appear to be a contemporary reinterpretation of the XJ220’s famous alloys. The car also appears to wear a shade of Spa Silver, a nod to the original model’s signature color.

For now, Callum Designs is calling the project a “design study,” which means there’s no guarantee it will ever see production. That said, the company also teased that there’s more to come, writing: “Keep an eye out for more on this Callum project… Coming Soon.”

That’s enough to keep hopes alive. After all, who wouldn’t want to see a modern XJ220 become reality?

Motor1’s Take: If anyone can bring the Jaguar XJ220 back to life, it’s Ian Callum and his team. This modern take on the iconic supercar would be highly welcomed.

We want your opinion!

What would you like to see on Motor1.com?

Take our 3 minute survey.

– The Motor1.com Team

When you’re considering a new bike purchase, the dealership walks you through the usual numbers like MSRP and monthly payments, while you weigh the horsepower per dollar. Frankly, those numbers are just about enough to ride home with that day. In reality, however, they just aren’t the whole math behind owning a motorcycle, because the cost that matters only comes to the fore years later, during the course of its upkeep, and especially when you’re ready to part ways with the bike. And it’s understandable, after all, in the excitement of a new motorcycle coming home, almost no one thinks that far ahead. Defining the purpose of your purchase should reveal more cost considerations, and the touring motorcycle buyer is someone who usually factors in more numbers.

Long-Term Value Is A Different Consideration

2026 Harley-Davidson CVO Road Glide STHarley-Davidson

Touring riders have a narrow-focused purpose of simply racking up the miles, come rain or sunshine. The new bike excitement is still intact, but gear, fuel economy to cover greater distances, and most importantly, service schedules to keep that tourer rolling on the road are factored in by default. Depreciation, however, is the largest expense in a motorcycle’s ownership.

And almost nobody budgets for it because it’s somewhat hidden till you post that bike for sale. Flipping bikes every couple of years makes the situation worse, as the steepest part of the depreciation curve is absorbed, thus paid over and over, with each purchase resetting the clock at its most expensive point. It’s the difference between a bike that simply runs and one that holds its value surprisingly well.

Blue 2026 Harley-Davidson Road Glide and orange 2026 Street Glide parked seasideHarley-Davidson

Touring bikes reward that patience the best. They sure cost the most when new, so more value is at stake, but the good ones drop it slowly over time. Built to absorb the miles, valued for character that doesn’t age out, classic proportions that don’t date, and wanted by buyers who prize the proven ones, they hold steady on demand from long-haul riders. It helps when a model has been on sale and barely changed for over thirty years, because parts stay plentiful, and the look never falls out of fashion.

Related

The Harley Road King Debuted In The 90s And Is In Production Ever Since

The Road King’s enduring design proves that true classics never fade

The Harley-Davidson Road King Is The Touring Bike That Refuses To Lose Its Value

2024 Harley-Davidson Road King Special static front quarter shotHarley-Davidson

The bike that has served as the unsung hero of Harley’s touring lineup for three whole decades is proof that some bikes simply offer more value than most. Introduced in 1994 to replace the Electra Glide Sport, the Road King took the full touring chassis, stripped away the heavy front fairing, and left a clean, classic profile defined by a detachable windshield, a big chrome headlamp nacelle, and hard saddlebags. That classic bagger silhouette has barely shifted since, and a 2005 example as well as a 2022 one share more than they differ.

Rider and passenger on a 2024 Harley-Davidson Road King SpecialHarley-Davidson

The Road King has long sat near the top of Harley’s touring ladder while carrying the least that can go wrong. No batwing or sharknose fairing, no touchscreen infotainment, no speaker arrays to fail a decade on, that’s the beauty of simplicity, and the Road King sets a great example of it. Riders who want long-haul capability without the full-dresser bulk have it as one of the very few remaining choices in the modern tech-heavy motorcycling world, and that narrow, loyal demand is what holds the resale value up. The current 2025 Road King Special is easy to overlook, but it carries the same old-school logic forward, built on the proven Milwaukee-Eight 114, priced from $24,999, and designed to age in the same graceful way that its predecessors have.

The Milwaukee-Eight Era Vs The Twin Cam Years

2024 Harley-Davidson Road King Special engine close-up detailHarley-Davidson

The engine generation splits the used market with Road Kings from 1999 through 2016 that ran the Twin Cam, in 88 cubic-inch, 96 cubic-inch, and finally the 103 cubic-inch form. And 2017 onward, that brought the Milwaukee-Eight in its 107 guise, with the 114 arriving on the Special. Twin Cam bikes are the budget entry, plentiful on the market, proven reliability, and cheap, though the earliest examples beg a careful look at cam-chain tensioner condition.

The Milwaukee-Eight bikes command a premium for their smoother, cooler-running, torquier character, and they’re the ones whose values have held the firmest. The one caveat sits at the very start of that era, where the 2017 and 2018 bikes carried an early oil-pump “sumping” issue that Harley corrected under warranty, so a verified fix is worth confirming when buying used.

How The Road King Evolved Over The Years

Mecum

Buyers aren’t only paying for an engine, they’re paying for steady, sensible refinement of the model over the years as Harley put “why fix it, if it ain’t broke?” to practice. The 2017 Milwaukee-Eight changeover was the big one, as it brought chassis upgrades the model was long overdue for. Showa dual-bending-valve front forks and easy-adjust rear shocks replace Harley’s older suspension units, plus optional Reflex-linked Brembo brakes with ABS.

Through it all, the Road King held its line, keeping the detachable windshield, the one-touch locking hard bags, the six-gallon tank, and the fairing-free simplicity that has always defined it. That consistency in a model is the whole point, because a bike that improves where it counts while staying true to its template makes for Harleys built to last practically forever.

Related

How Much A 7-Year-Old Harley-Davidson Road King Special Is Worth Today

Introduced back in 2017, the Road King Special has remained largely unchanged since then and a 7-year-old model offers good value

Used Prices Over The Years And What The Depreciation Actually Looks Like

Harley-Davidson

The Road King depreciates just like every motorcycle does, but the shape of its depreciation curve is unusually kind to anyone who buys one and holds on to it. As is the case with any new machinery, the steepest drop happens early, in the first few years, when every new bike absorbs a hit to its value, after which the line flattens and stays so for a remarkably long stretch. Clean, well-kept examples only start shedding value heavily once they cross the decade mark, which is when the oldest of them turn up among the used Harley touring bargains of 2026. That means the rider who keeps one for ten years rides out almost the entire useful life of the bike on the gentlest part of the money-losing curve.

Link Image

The numbers back the theory up. A 2017 Road King carries a trade-in value near $8,430 in good condition, and a 2017 with 8,100 miles lists at $12,500. Look back far enough, and the earliest, highest-mileage examples slip under the threshold of used Harley touring bikes worth under $5,000, while late, low-mileage bikes reach nearly $19,000, with the average across the market landing near $14,000. Supply is deep rather than scarce, with over a thousand listed nationally at any given time, yet the prices hold steady, a sign that demand is keeping genuine pace with availability rather than the market simply being flooded. Buy the right one, keep it, because why would you ever trade a Road King away?

Sources: Harley-Davidson, KBB, Cycle Trader

No other Alfa Romeo before or since has looked quite like these cars, which were nicknamed Il mostro (‘the monster’), but their six headlights arranged in two sets of three would make a comeback in the 21st century.

155

Given the new Fiat connection, it was reasonable enough that the front-wheel drive 155 compact executive should share a platform with the Fiat Tempra and Lancia Dedra. Production began in 1992 and ended six years later.

The car was very successful in motorsport. The 155 Silverstone, launched in 1994, was created specifically to give Alfa Romeo an advantage in that year’s British Touring Car Championship, which it dominated. Other 155s would win Touring Car titles in Germany, Italy and Spain.

145/146

Alfa’s small family hatchbacks of the mid to late 1990s was divided into two ranges with similar mechanicals but different characters. The 145 (pictured) was the more youth-oriented three-door, while the 146 had five doors and more conservative styling, and was aimed at people who might previously have bought a 33.

Like the 33 and the Alfasud, the 145/146 was available at first with boxer engines, though these were discontinued. In hot hatch form, both cars were offered with 2.0-litre TwinSpark engines producing around 150bhp, but only the 145 version had the Quadrifoglio/Cloverleaf badge.

GTV/Spider

Like the 145/146 whose platform they shared, the GTV and Spider (both using names from Alfa Romeo’s past) were broadly speaking the same car, respectively a two-seater sports coupé and its convertible equivalent which were built from 1993 to 2004.

Alfa offered several four-cylinder and V6 engines. The most unusual was a turbocharged 2.0-litre V6, which was approximately as powerful as the 3.0-litre version but put the car in a lower tax bracket for Italian customers.

156

The 155 was replaced by the 156, which was in production for ten years from 1997. It was offered in a great many forms. Engines ranged from a 1.6-litre Twin Spark through a common-rail turbo diesel to a 3.2-litre petrol V6, body styles included saloon, Sportwagon estate and Crosswagon semi-off-roader, and there was a choice of front- or four-wheel drive.

• Ferrari has hired a former BMW Italia executive to lead its marketing. 
• Massimiliano Di Silvestre will serve as Ferrari’s Chief Marketing and Commercial Officer. 
• He replaces Enrico Galliera, who is leaving Ferrari after more than 16 years.

Just weeks after announcing his departure from BMW Italia, Massimiliano Di Silvestre already has a new destination. Effective July 1, 2026, the executive will join Ferrari as Chief Marketing and Commercial Officer, taking responsibility for commercial and marketing activities for the Maranello brand.

It’s one of the most significant moves in Italy’s automotive landscape in recent years, with Ferrari selecting an executive coming from one of Europe’s leading premium automakers.

Di Silvestre leaves the BMW Group after a career spanning nearly 20 years. In recent years he led BMW Italia as President and CEO, helping drive the brand’s growth during a period marked by industry transformation and the expansion of electrified offerings.

The experience he built in commercial leadership and international business development convinced Ferrari to entrust him with one of the company’s most strategic roles.

Massimiliano Di Silvestre (Right)

Photo by: BMW

Ferrari Turns The Page

In Maranello, Di Silvestre will replace Enrico Galliera, who is leaving Ferrari after more than 16 years leading the Marketing and Commercial organization. During his tenure, the automaker more than doubled annual deliveries and significantly increased revenue, while also strengthening brand value in the luxury segment.

The new executive will be tasked with managing a particularly important phase for Ferrari. Following the launch of the Purosangue and the new Luce, the company is expanding its lineup while aiming to preserve the exclusivity that has underpinned its global success.

Motor1’s Take: The Ferrari brand is highly valuable, and how the brand markets itself is a vital key to its success. Di Silvestre has quite the task ahead as the automaker prepares to sell its first electric vehicle, which many don’t feel is a true Ferrari product. 

We want your opinion!

What would you like to see on Motor1.com?

Take our 3 minute survey.

– The Motor1.com Team

Today’s motorcycle landscape is filled with bikes that promise to deliver a larger-than-life persona. Manufacturers compete to offer more horsepower, more technology, more aggressive styling, and increasingly specialized capabilities. On paper, it’s an exciting arms race. But for many riders, the reality of motorcycle ownership looks far less dramatic than the marketing brochures suggest.

Some bikes stand out simply because they fit seamlessly into everyday life. They’re the motorcycles that don’t demand compromises, don’t require a specific type of road to shine, and don’t leave their owners wishing they’d chosen something more practical after the honeymoon phase wears off. Whether it’s a weekday commute, a quick errand across town, or a spontaneous weekend ride, these machines are always ready for the job. In many ways, that’s a far more difficult formula to get right than building the fastest or most powerful motorcycle in a showroom. After all, creating a bike that excels in one area is easy. Creating one that does almost everything well is where the real challenge begins.

Everyday Usability Is An Underrated Concept

Rider on a white Honda CB500 HornetHonda

Motorcycles are often marketed around extremes. More horsepower, sharper handling, taller suspension, or increasingly sophisticated electronics packages dominate spec sheets and advertising campaigns. Yet most riders spend their time navigating traffic, commuting to work, running errands, and enjoying occasional weekend rides. For them, everyday usability matters far more than outright performance.

A motorcycle that starts easily, maneuvers effortlessly in traffic, inspires confidence at low speeds, and remains comfortable after an hour in the saddle will often prove more satisfying than one designed primarily to impress during brief moments of maximum attack. The challenge is finding a machine that delivers practicality without becoming boring.

What Most Riders Actually Need From A Motorcycle

2025 Yamaha MT-03 static front quarter shotYamaha

Most riders don’t need superbike acceleration or touring-bike bulk. What they need is predictable power delivery, manageable weight, comfortable ergonomics, and ownership costs that don’t become a burden. A motorcycle should encourage its owner to ride more often, not make every outing feel like an event that requires planning and preparation.

The best everyday motorcycles also leave room for growth. They should be welcoming enough for newer riders while offering enough performance and capability to remain enjoyable long after experience levels increase. That’s a surprisingly narrow target, yet it’s where some of the most successful motorcycles in the industry tend to live.

Related

The Motorcycle That Feels Built For Real Life

Big adventure bikes are cool, but this approachable Honda adventure-tourer proves simpler, lighter motorcycles make more sense for real life.

The Middle Ground Between Beginner-Friendly And Long-Term Usability

Suzuki SV650 city action shotSuzuki Cycles

Finding that balance isn’t easy. Many beginner-focused motorcycles prioritize simplicity to such a degree that experienced riders quickly outgrow them. On the opposite end of the spectrum, some middleweight machines offer impressive specifications but introduce higher costs, greater weight, and a more intimidating riding experience. The sweet spot lies somewhere in between. A truly versatile motorcycle should deliver enough acceleration to comfortably handle highway riding, enough agility to thrive in city traffic, and enough comfort to support longer rides on weekends.

It should also remain reasonably affordable both at purchase and throughout ownership. That’s the kind of motorcycle that becomes a daily companion rather than a weekend toy. Manufacturers have spent years trying to perfect this formula because it appeals to an enormous range of riders. Whether someone is upgrading from a smaller displacement machine, returning to riding after years away, or simply searching for a dependable all-around motorcycle, this category often makes the most sense. The best examples rarely dominate headlines, but they’re the bikes people actually use.

The Kawasaki Z500 Can Tackle Your Daily Ride And More

Side angle shot of the Kawasaki Z500 ABS with Ninja 500 in the background.Kawasaki

Kawasaki’s answer to that challenge is the Z500, a motorcycle that manages to strike an impressive balance between accessibility, capability, and affordability. With an MSRP of $5,699, it sits among the most budget-friendly options in the modern naked-bike segment, yet it doesn’t come across as a motorcycle built solely to hit a price target. Instead, Kawasaki has focused on delivering the things riders interact with every day, from a responsive engine and comfortable ergonomics to modern technology and approachable handling.

What makes the Z500 particularly appealing is that it doesn’t force riders into choosing between practicality and enjoyment. It’s easy enough for newer riders to approach with confidence, yet capable enough to remain entertaining long after the learning phase is over. Rather than chasing headline-grabbing specifications, the Z500 concentrates on creating a well-rounded riding experience, and that’s precisely what makes it such a compelling everyday motorcycle.

Power comes from a 451cc liquid-cooled parallel-twin engine producing 31.7 pound-feet of torque and approximately 51 horsepower, paired with a six-speed transmission and assist-and-slipper clutch. The engine delivers smooth, predictable acceleration while still providing enough punch to keep experienced riders entertained. Rather than overwhelming the rider, the powertrain focuses on flexibility and real-world responsiveness.

Engine

451cc liquid-cooled parallel-twin

Output

51 horsepower

31.7 pound-feet of torque

Transmission

6-speed with Assist & Slipper Clutch

0 to 60 mph

Approximately 4.5 seconds

How The Z500 Delivers Confidence Without Sacrificing Fun

Rider atop a white 2026 Kawasaki Z500 ABS Standing In The StreetKawasaki

The Kawasaki Z500’s approachable character starts with its ergonomics. A low 30.9-inch seat height helps riders of various sizes feel comfortable at stops, while a naturally upright riding position reduces fatigue during longer rides. The lightweight chassis contributes significantly to confidence as well, with the ABS-equipped model weighing just 368 pounds ready to ride. Kawasaki pairs that manageable weight with a steel trellis frame, a 41 mm telescopic fork, and a Uni-Trak rear suspension system offering preload adjustability. Braking duties are handled by a 310 mm front disc with a two-piston caliper and a 220 mm rear disc, while 17-inch wheels wear 110/70 front and 150/60 rear tires. The package is straightforward, but that’s part of its appeal. Nothing feels excessive, yet everything feels purposeful.

Side profile studio shot of the Kawasaki Z500 ABS frame.Kawasaki

Frame

High-tensile steel trellis frame

Suspension

Front: 41 mm telescopic fork

Rear: Uni-Trak monoshock with preload adjustability

Wheels and Tires

17-inch front and rear wheels | 110/70-17 front tire,150/60-17 rear tire

Brakes

Front: Single 310 mm petal disc, two-piston caliper

Rear: Single 220 mm petal disc, two-piston caliper

Wet Weight

368 pounds

Technology is similarly focused. Riders get a modern TFT instrument display with smartphone connectivity through Kawasaki’s Rideology app, along with practical features such as gear-position indication, fuel consumption information, and maintenance reminders. Instead of burying the motorcycle beneath layers of electronics, Kawasaki includes the features riders are most likely to use every day.

The Z500 Is An Honest, Everyday Motorcycle

What ultimately makes the Z500 stand out is how naturally all of its individual strengths come together. In urban environments, its light steering and compact dimensions make filtering through traffic less stressful. On back roads, the parallel-twin engine provides enough character and urgency to keep rides engaging without demanding constant attention from the rider. The bike’s efficiency and manageable size also make it appealing for commuters. Riders aren’t wrestling with excessive weight in parking lots or dealing with intimidating power delivery during poor weather conditions.

Instead, they’re getting a motorcycle that’s easy to ride on Monday morning and equally enjoyable on Saturday afternoon. That versatility extends beyond rider experience levels. A newer rider can appreciate the forgiving nature of the chassis and power delivery, while a seasoned rider can enjoy the simplicity and practicality that often get lost as motorcycles become larger and more specialized. The Z500 doesn’t try to be everything. It simply focuses on doing the fundamentals exceptionally well.

Balance Often Beats Bigger Numbers

Side profile action shot of the Kawasaki Z500 ABS riding down city street.Kawasaki

That’s ultimately where the Kawasaki Z500 succeeds. It doesn’t rely on outrageous horsepower figures, cutting-edge electronics, or attention-grabbing styling gimmicks to justify its existence. Instead, it delivers a thoughtful combination of comfort, performance, affordability, and usability that works remarkably well in the real world.

For riders searching for a motorcycle capable of handling daily commutes, weekend escapes, and everything in between, the Z500 represents something increasingly valuable: balance. And while balance may never generate the biggest headlines, it’s often the reason a motorcycle remains enjoyable long after the excitement of a new purchase has faded.

Source: Kawasaki

The perfect two-car garage. It’s a fantasy motoring enthusiasts have debated for decades.

Not familiar with the concept? It’s simple: if you had to choose two cars – one for everyday duties like commuting, the school run and shopping trips, and another purely for weekend B-road blasts – which would you choose? If you’re ever stuck for conversation with a fellow enthusiast, pose this question and watch the sparks fly.

But, alas, in today’s economic climate, the dream of running two cars – particularly when one is reserved almost entirely for Sundays – is becoming harder and harder to justify. And that means more and more drivers are starting to search for one car that’s capable of covering all bases: sensible when it needs to be, fun when it doesn’t.

Watch the video below as we explore whether the 335bhp all-electric Skoda Enyaq vRS really can deliver the best of both worlds.

Skoda Enyaq vRS: the electric family SUV that can do it all

There’s a particular genius to the vRS badge. Since the first Octavia vRS arrived in 2001, those three letters have stood for meaningful performance, real-world practicality and strong value. It’s the everyman performance car formula, refined over decades and now applied to Skoda’s electric family SUV flagship.

The Enyaq vRS continues that tradition with 335bhp, 697Nm and dual-motor all-wheel drive, delivering 0-62mph in 5.4 seconds. But it’s not just about straight-line pace. Dynamic Chassis Control, lowered suspension and revised steering calibration give it a level of composure and adjustability that no electric SUV this size has any right to, allowing it to switch between relaxed motorway cruiser and pulse-raising B-road blaster at the touch of a button.

Crucially, it remains an easy car to live with day to day. The 84kWh battery delivers up to 344 miles of range (WLTP), while 185kW DC charging enables a 10–80% top-up in around 26 minutes.

Inside, that signature vRS DNA injects sporty flair into an otherwise plush, minimalist cabin. There are vRS-specific sports seats, a bespoke sports steering wheel and contrast detailing. As you’d expect from a Škoda, equipment is generous, with a large 13in infotainment screen, augmented reality head-up display, heated seats and a 12-speaker CANTON sound system all included as standard. 

Practicality remains a core strength. A 585-litre boot, generous rear space and Skoda’s trademark ‘Smart, Spacious and Stylish’ touches – including an ice scraper in the tailgate and an umbrella in the door – ensure it can still deal with everything hectic family life throws at it without breaking a sweat. Maybe it’s time you try it for yourself.

Learn more about the Skoda Enyaq vRS

• Land Rover is recalling 250,857 SUVs for airbags that may fail to deploy during a crash.  
• The recall affects the Range Rover, Defender, and Discovery.  
• Land Rover will fix the issue by applying a gel to the airbag connector terminals.

Land Rover has issued a recall for 250,857 SUVs. They could have airbags that may fail to deploy during a crash.  

According to the National Highway Traffic Safety Administration recall report, the vehicles may have a driver-side airbag connector that may develop fretting corrosion over time. If this happens, it can lead to increased resistance in the circuit, potentially causing the airbag to fail to deploy when needed.  

The recall affects the 2022-2026 Range Rover, 2021-2026 Discovery, and 2020-2026 Defender. Affected vehicles will have an illuminated airbag warning lamp that will appear “at least 300-400 miles prior to potential non-deployment.

Land Rover Defender 110 County Edition

Land Rover began investigating a potential issue in August 2025 after noticing an increase in warranty claims related to the airbag warning light. In November 2025, investigators learned that returned clockspring connectors showed signs of oxides present on the pins.  

The automaker’s engineering team ran experiments to recreate the issue, and it wasn’t until March 2026 that it uncovered the culprit. Land Rover discovered, after completing vibrational rig testing, that normal vehicle articulation could induce corrosion.  

Land Rover will fix the issue by applying a gel to the airbag connector terminals. The automaker will replace no parts. It is unaware of any reports of non-deployment in the US or of any reported injuries, accidents, or fires related to the concern.

Motor1’s Take: The last thing anyone wants is a safety device to fail when it is needed most. Thankfully, there have been no reports of this happening in the US, and Land Rover is working to fix it. 

We want your opinion!

What would you like to see on Motor1.com?

Take our 3 minute survey.

– The Motor1.com Team

The SUV market is getting more diversified and competitive every year. Effectively, every brand is now making them, and traditional market leaders like Land Rover and Ford have a lot to worry about in the modern market. With improved tech, modern designs, oodles of usability, and good on-road behavior, the modern SUV market has increasingly crossed over from mud-hunting brutes to everyday companions, and there are more to choose from than ever.

German SUVs tend to mean a couple of things: luxury, power, and flawless design. When we think of fuel-efficient and powerful SUVs, it is generally Japanese or Korean iterations from the likes of Lexus and Hyundai that we think of. However, 2026 and 2027 are the years of SUV updates and facelifts, and a three-row SUV made by Volkswagen has just gotten more powerful and more fuel-efficient at the same time.

Family SUVs Are Getting Smarter Than Ever

Front 3/4 shot of red 2026 Toyota RAV4 PHEV parked in parking lotToyota

Across the 2026 and 2027 three-row family SUV market, things have become clearly more techy; today, a family SUV can’t just be good for getting people and pets in. Things have moved from a simple screen to full cabin integration very quickly.

Models like the new Grand Highlander now run a 12.3-inch setup in higher trims, with Toyota’s latest multimedia system bringing all sorts of connectivity. The 2027 Hyundai Palisade will come equipped with semi-autonomous refinement, with dual 12.3-inch curved displays, a more advanced Highway Driving Assist rig, and smoother stop-and-go adaptive cruise control.

2027 Kia Telluride SXP front 3/4 shotKia

Even the well-priced 2027 Chevrolet Traverse, which has a starting price of around $43,000, gets an 11-inch driver display, a large central touchscreen controlling tri-zone climate control, drive modes, and navigation, plus Google Built-In.

The SUV segment has become a software platform, and today, a family SUV can be seen as lacking without traffic updates, a good sound system, different drive modes, big screens, and a host of driver-assist features. Even if you can carry plenty and offer generous seat space.

More Power Without The Fuel Economy Penalty

Front 3/4 action shot of 2026 Kia Niro Hybrid driving on roadKia

Near the top of most people’s lists are fuel economy and power. Many are happy to trade away huge horsepower and speed for better fuel economy in a family SUV, but some options in today’s market mean you don’t have to. The 2026 Grand Highlander Hybrid MAX gets a 2.4-liter turbocharged engine paired with motors to shift out 362 horsepower.

More importantly, its powertrain is designed to fill torque gaps, so there is little to no lag at low speeds. The Grand Highlander Hybrid MAX weighs in at 4,905 pounds, but despite this, it can still tow 5,000 pounds while still achieving 27 combined mpg.

The new Mazda CX-90 follows a similar recipe, albeit executed slightly differently. You get a 3.3-liter mild-hybrid inline-six good for 280 horsepower and 332 pound-feet of torque as standard, which can achieve 25 combined mpg. The CX-90 can carry up to 75.2 cubic feet of stuff around, and has a starting price of under $40,000. Efficiency is no longer a nice bonus for a powerful engine, and the best three-row family SUVs are adopting this mantra while still offering real SUV usability.

Related

The Most Refined Volkswagen You Can Buy Today

Volkswagen’s best-kept secret in the SUV world offers smooth driving, comfort, and value that is hard to match in 2026.

The 2027 Volkswagen Atlas Just Got A Whole Lot Better

Front 3/4 shot of 2027 Volkswagen Atlas parked at auto showBrett Evans / CarBuzz / Valnet

Available to order sometime near the fall, the 2027 Volkswagen Atlas three-row SUV has been given a very noticeable facelift and a number of upgrades compared to its 2026 sibling. Aside from the bolder look, nicer cabin, and better tech, it gets upgrades where things matter most in the modern market.

Base Trim Engine

2.0-liter turbo Inline-4

Base Trim Transmission

8-speed automatic

Base Trim Drivetrain

All-Wheel Drive

Base Trim Horsepower

269 hp

Base Trim Torque

273 lb-ft

Make

Volkswagen

Model

Atlas

Segment

Midsize SUV

Volkswagen says four trims are expected for the new Volkswagen Atlas: the S, the SE, the SEL, and the SEL Premium. They are expected to have the following estimated prices.

2027 Volkswagen Atlas

S

SE

SEL

SEL Premium

Expected MSRP

$40,000

$45,000

$50,000

$55,000

More Power Makes This Three-Row SUV Easier To Live With

Close-up shot of 2027 Volkswagen Atlas engine bayVolkswagen

The biggest upgrade the new Atlas will benefit from is a more powerful engine compared to last year’s still-capable iteration. It will have the following engine specifications.

Spec

2026 Volkswagen Atlas

2027 Volkswagen Atlas

Engine

2.0-Liter Turbocharged Inline-Four

2.0-Liter Turbocharged Inline-Four

Transmission

Eight-Speed Automatic

Eight-Speed Automatic

Horsepower

269 hp

282 hp

Torque

273 lb-ft

258 lb-ft

Both the 2026 and 2027 Atlas have an EA888 turbo-four under the hood, but the 2026 model is running an “Evo4” mill while the 2027 model gets an “Evo5” engine. Torque output is slightly down, but VW says you will still be able to tow up to 5,000 pounds with it when properly equipped, and overall high-rev acceleration will be smoother. The main difference between the two engine configurations, aside from power output, comes down to tuning and a better cooling system, which improves things where it matters most for saving money: filling up.

Improved Efficiency Lowers The Costs

Close-up shot of 2027 Volkswagen Atlas rear badgeVolkswagen

Both the 2026 and 2027 Atlas models are equipped with a FWD configuration as standard, with 4Motion AWD available on all trims. FuelEconomy.gov says that a front-wheel-drive 2026 Atlas can achieve a maximum of 23 combined mpg (20 mpg city/27 mpg highway). It also says that the all-wheel-drive models can achieve 22 combined mpg (20 mpg city/26 mpg highway).

Close-up shot of 2027 Volkswagen Atlas 4Motion badgeVolkswagen

For the 2027 model, though, FuelEconomy.gov says that the front-wheel-drive Atlas models can achieve an estimated 25 combined mpg (22 mpg city/29 mpg highway), while the all-wheel-drive models can achieve 23 combined mpg (20 mpg city/27 mpg highway). That may not sound like a lot, but you do get more power from the engine, and it is estimated to cost less in gas per year at base level, with comparable costs on 4Motion AWD. The estimated fuel costs for both the 2026 and 2027 Atlas models are as follows.

2026 VW Atlas

2026 VW Atlas 4Motion

2027 VW Atlas

2027 VW Atlas 4Motion

Cost To Drive 25 Miles

$4.51

$4.72

$4.15

$4.51

Annual Fuel Cost

$2,700

$2,850

$2,500

$2,700

Related

12 Three-Row SUVs Ranked By Real-World Cost Per Mile

Not all three-row SUVs cost the same to own and drive. We rank 10 models by real-world cost per mile, from best to worst.

Why The Atlas Now Stands Out In A Crowded Segment

Front 3/4 shot of 2027 Volkswagen Atlas parkedVolkswagen

The three-row SUV market is very alive at the moment. Brands are getting better at providing family-friendly space while still maintaining good fuel efficiency and a modern, comfortable ride. The latest refresh for the Atlas doesn’t just bring a few more horsepower and better efficiency; most things about it look newer and better suited to today’s roads.

Another big change for the new Atlas is the use of VW’s MQB Evo architecture. This isn’t just a tweaked version of the old MQB version, but a properly updated modular platform that brings a stiffer structure and more modern electrical integration. That means a more stable ride on the highway and, if VW ever wants to turn the Atlas into a hybrid, an easier platform to work from.

Front shot of 2027 Volkswagen Atlas parkedVolkswagen

Then there is the new look; it is a smart clean-up rather than a full rethink. The 2027 Atlas retains its upright look and remains very much a boxy family SUV, but everything has been tightened and smoothed so it looks more in step with VW’s newer design language.

Up front, the headlights are slimmer, and they’re now tied together by a light bar that runs across the nose into the VW badge. The result is a wider-looking front end and a more modern stance. The grille is also cleaner, sitting lower and looking less busy, while smoothed-out side panels replace the more creased ones from the 2026, and the rear gets a full-width lighting element that links the taillights paired with a tidier-looking tailgate design.

Few Three-Row SUVs Balance Space And Efficiency This Well

VW has thrown a lot at the Atlas redesign to make it look and feel more like a modern three-row family SUV, but they haven’t forgotten that it actually still has to be used. Alongside the better fuel economy and updated exterior, the new Atlas takes on some of the more revered three-row SUVs in terms of versatility.

As standard, the new Atlas seats up to seven people, while second-row captain’s chairs are available (which takes seating capacity down to six). It offers an estimated total passenger volume of 154 cubic feet, and space across all three rows is generous. Some other three-row SUVs have more legroom in the third row, but the new Atlas still holds its own. It has the following interior dimensions.

Headroom

Shoulder Room

Hip Room

Legroom

Front Row

41.3. Inches

61.5 Inches

58.4 Inches

41.7 Inches

Second Row

40.4 Inches

60.5 Inches

58.6 Inches

37.6 Inches

Third Row

38.3 Inches

54.9 Inches

45.1 Inches

33.7 Inches

On top of that, there is also a generous amount of cargo space. Behind the third row, there is 20.6 cubic feet of space; behind the second, 55.5 cubic feet; and a maximum cargo capacity of 96.6 cubic feet. Bearing in mind that the Atlas is a mid-size three-row SUV, these figures are quite impressive.

The second-row bench seats are 60/40 split and fold flat, and the third row is 50/50 split and also folds completely flat. Yes, something like the 2027 Kia Telluride Hybrid will be available with a turbo-four hybrid good for 329 horsepower and up to 31 combined mpg, but it can only hold a maximum 89.3 cubic feet of cargo.

Updated Powertrain Fixes One Of Its Biggest Weaknesses

Profile shot of 2027 Volkswagen Atlas parkedVolkswagen

According to J.D. Power ratings, the 2026 Volkswagen Atlas is rated 75 out of 100 overall. This isn’t a bad rating, but models like the Chevrolet Traverse get 84 out of 100, and the Honda Pilot gets 83 out of 100. The gap between these models doesn’t work in its favor; however, the Atlas is still one of the most refined VWs you can buy in a competitive market.

Many owners rate the Atlas highly for what it does best: space, comfort, and relaxed driving. Cabin comfort and seating are often rated highly (owners on Kelley Blue Book rate it 4.4 out of 5 for comfort and 4.5 out of 5 for styling), with many noting that it feels more premium than the relatively low price tag suggests. Where complaints have crept in is due to consistency.

Some owners mention that the engine in the 2026 model can feel less than polished when you have fully loaded the Atlas or when you need a bit sharper acceleration. Others say that the stop-start and low-speed responses are not always as smooth as those of something like the Pilot. These are not deal-breaker issues, but they do prevent the previous model year of the Atlas from being all-around refined.

Now, with the latest visual updates, the adoption of the MQB Evo platform, and the addition of the Evo5 turbo-four, the 2027 Atlas looks set to reach the long-term levels of refinement that the rest of the build has achieved. There is still no word on a hybrid powertrain for the Atlas, but in terms of smooth turbo-four power from the long-running EA888, the new Atlas looks to be ticking all the right boxes and building on the solid foundation laid down by the Touareg and Tiguan models. A recent CarBuzz test drive of a 2027 VW Atlas prototype sums it up well.

VW has now learned how to harness the essence of what consumers liked about those cars, namely the German build quality and premium features, but offer them at a budget-friendly price. If the Atlas can pull off the same trick as the Tiguan but in the three-row segment, VW might be able to put up a serious fight against the Hyundai Palisade and Kia Telluride.

Related

6 Three-Row SUVs That Deliver Premium Space Without Premium Costs

You don’t have to pay premium prices to have the most spacious SUV for your large family. These mainstream three-row midsize SUVs have lots of room.

The 2026 Volkswagen Atlas Is The Family SUV Sweet Spot

Front shot of 2027 Volkswagen Atlas parkedVolkswagen

Looking at the new VW Atlas in terms of value for money, it is very compelling from the outset. With a starting price around $40,000, that puts it in the same ballpark as the 2027 Telluride ($39,190), the 2027 Santa Fe ($39,000 expected), and the 2026 Grand Highlander. CarEdge estimates that an Atlas three-row SUV will cost you, on average, $56,928 to own over five years, and rates it “C-” for its value rating.

CarEdge also says that a Telluride will cost you $59,969 over five years, and rates it “D+” for value rating; a Santa Fe will cost you $55,051 over the same time, and a Grand Highlander will cost you $47,873 over the same time. So while some of its closest rivals are cheaper to own over time, not all of them are. It can also be argued, especially with the newest updates, that the new Atlas brings considerably more refinement and class while still balancing costs.

Shot of 2027 Volkswagen Atlas interior showing cabinVolkswagen

Inside, the Atlas is set to go fully digital, with a 12.9-inch central touchscreen paired with a 10.3-inch digital gauge display as standard, while a 15-inch touchscreen is available on higher trims. Wireless Apple CarPlay and Android Auto are standard, OTA updates are included, and a 14-speaker Harman/Kardon audio system is available on the top trim. VW has integrated most secondary controls into the screen, but key shortcuts and haptic-style touch zones remain to avoid the “buried” menu feel common to many modern SUVs.

Entry-level models will feature soft-touch materials and straightforward cloth or leatherette seating, while higher trims bring increasingly premium upholstery, including contrast stitching, quilted leather, nicer door panel materials, and a more refined dashboard. Ambient lighting is standard across all trims; air conditioning is provided across all three rows, while heated and ventilated front seats and heated rear outboard seats are available.​​​​​​​

Close-up shot of 2027 Volkswagen Atlas taillightVolkswagen

​​​​​​​The new Atlas still isn’t at the fuel-efficiency levels of something like the Niro Hybrid (53 combined mpg), and it may not match the cargo capacity of the Chevy Traverse (97.6 cubic feet), but it delivers considerably more in the way of refined German luxury without the German price tag.

The refresh has delivered a fine balance of real usability, improved fuel efficiency, more power, and a handsomely updated exterior without the price going overboard, and without sacrificing the comfort credentials and practical edge the Atlas has become known for — the definition of real-world improvement in an SUV.​​​​​​​

Sources: Volkswagen, FuelEconomy.gov, CarEdge, Kelley Blue Book, and J.D. Power.

Peugeot 205 GTi

Available with either a 104bhp 1.6-litre or a 130bhp 1.9-litre, the 205 GTi had McPherson front struts and a compact trailing arm setup at the rear, combined with communicative steering, allowing it to rival some bigger and more powerful cars in handling. The 1.9-litre offered suspension tweaks to reduce pitch and roll and combat the understeer that could be found on earlier 1.6 cars. It became increasingly popular because of its price-performance ratio and is still considered one of the world’s best front-wheel drive cars to this day.

Volkswagen Golf GTI Clubsport S

The Honda Civic Type R and Renaultsport Megane 275 Trophy-R were extreme but Volkswagen took it a step further when they upped their GTI and removed the rear seats, freeing up 30kg. 306bhp and bespoke damper tuning, more camber, a lightweight front aluminium subframe and bespoke Michelin Pilot Sport Cup 2 tyres meant the Clubsport S was the quickest front-wheel drive Golf yet. A front splitter and rear wing generated a little amount of downforce which neutralized the 60kg of lift that was once produced by the GTI Performance. This gave the Clubsport S impeccable chassis balance and even promoted oversteer. 

Ford Focus RS500

Just as everyone was getting used to the Mk2 Focus RS, Ford then added 45bhp and resurrected the RS500 badge which, as the name suggested, meant only 500 examples of the Focus RS500 would be built. Although the chassis remained untouched from the base Focus RS, an LSD was equipped to help manage the extra power and claw the car around bends, and it would even lift the rear wheel if pushed hard enough. By trailing the brakes toward a corner with the ESP turned off, you could encourage the rear into helping adjust the cornering line.

Ford SportKa

From the 90s the 2010s the compact hot hatchback market was booming, with cars like the Suzuki Swift Sport and Fiat Panda 100hp being vastly popular. Whilst the original Ford Ka lacked performance with its 1.0-litre and 1.3-litre engines, Ford extracted 94bhp from the 1.6-litre for the SportKa. It then underwent chassis changes such as a 22mm wider front track to improve road holding, stiffened bushes, extra bracing, a suspension drop of 14mm and an anti-roll bar that was stiffened by 60 per cent. This meant the SportKa was eager to respond to the slightest of input.

• GMC has unveiled the 2027 Sierra 1500, which goes on sale later this year.   
• It has a redesigned exterior, a revamped cabin, and two new V8 engine options.
• The Sierra Denali Ultimate features two articulating dashboard screens.   

Now that Chevrolet has unveiled the 2027 Silverado 1500, GMC is ready to provide a first look at its new Sierra 1500. The pickup truck features a complete redesign inside and out, and it will go on sale later this year with two new V8 engine options.   

The 2027 GMC Sierra 1500 will offer General Motors’ new small block engines. The automaker won’t release the full specs of the 5.7-liter or 6.6-liter V8s until later this year. We wouldn’t be surprised if the output from the larger engine is in the mid- to high-400-horsepower range.   

The new V8s will be available alongside the TurboMax four-cylinder and the Duramax diesel V6. Each engine will pair with a 10-speed automatic transmission.   

The 2027 GMC Sierra 1500 will offer these four engines:   

• Turbocharged 2.7-Liter Inline-Four  
• Turbocharged 3.0-Liter Duramax V6  
• 5.7-Liter V8  
• 6.6-Liter V8  

The Sierra’s Tech-Focused Redesign 

2027 GMC Sierra 1500 Denali Ultimate Interior

Photo by: GMC

The truck’s new styling draws inspiration from the Sierra EV, with an evolution of the headlights. They flank a more vertical grille, with each trim receiving unique front-end treatments.   

Inside, the 2027 Sierra is available with up to three screens on the dashboard, just like the new Silverado, but GMC differentiated the design. The Sierra’s dashboard is unique, featuring an articulating 16.3-inch digital infotainment display that moves to reveal a storage cubby.   

The Sierra is also available with an 11.5-inch front passenger screen with an articulating cover that can conceal a portion of the screen. It can transform from a full display to a slim screen. The truck is also available with the all-new MultiPro center console, which can transform into a workspace. 

When the new Sierra goes on sale later this year, GMC will offer it in four trims:   

• Pro   
• Elevation   
• AT4  
• Denali  

2027 Sierra AT4X Details  

2027 GMC Sierra 1500 AT4X Interior

Photo by: GMC

While GMC isn’t providing all the details about the updated Sierra, it is sharing details on the AT4X trim. It will feature 35-inch Goodyear Wrangler Territory MT tires, new Multimatic jounce control dampers, and e-locking differentials front and rear.   

It will stand out visually with an exclusive hood, a 2.9-inch suspension lift, a unique grille insert, and a more rugged front bumper. GMC will continue to offer an AEV Edition package  

Inside, the AT4X will come with unique trim accents, enhanced front seat bolsters, and a flat-bottom steering wheel. The panoramic sunroom and stainless-steel speaker grilles on the doors are standard. 

2027 Sierra Denali Ultimate Details 

Sitting at the top of the GMC lineup will be the Sierra Denali Ultimate. It is the flagship truck and will feature the 6.6-liter V8 engine.   

It will also have more than 60 inches of in-cabin screens. It will have the articulating infotainment and passenger screens, a 12.2-inch driver display, a 15.0-inch head-up display, and an 8.5-inch digital rearview mirror.   

The Denali Ultimate will also feature a 16-speaker Bose Premium Series audio system and a three-year subscription to Super Cruise. The top Sierra will come with forged wood accents.   

Pricing And Availability  

GMC will release 2027 Sierra 1500 pricing later this year before the truck goes on sale. The automaker plans to announce additional details, including performance and pricing, later.  

The 2026 Sierra starts at $41,095, including the $2,795 destination charge. The GMC Sierra AT4X and Denali Ultimate cost in the mid-$80,000 range. 2027 Sierra prices will likely creep upward.  

15

Source: GMC

Motor1’s Take: GMC has put a big emphasis on technology with the updated Sierra 1500. Big screens aren’t new, but the articulating displays of them provide real utility and help differentiate the truck from the new Silverado 1500.

We want your opinion!

What would you like to see on Motor1.com?

Take our 3 minute survey.

– The Motor1.com Team

By 2026, the luxury hybrid SUV sector has transformed from an experimental niche into the undisputed powerhouse of the premium automotive market. Over the past five years, the segment has experienced exponential growth, driven by advancements in battery efficiencyand a strategic shift by premium automakers to offer electrification across their core lineups. These SUVs have become the preferred standard for upscale buyers, overshadowing traditional internal combustion models in demand.

Their popularity stems from an ideal packaging formula. This is focused on delivering good performance for typical daily driving, while retaining a gas engine to eliminate the range anxiety owners would have on longer journeys with a conventional EV. Those who buy into these products value sustainability and environmental mindfulness. However, they also don’t want to sacrifice cabin refinement, performance, or next-generation technologies. As a result, the luxury hybrid SUV continues to solidify its position as a versatile status symbol for the modern elite.

Lexus’s Dedicated Approach To Luxury SUVs

2026 Lexus NX 350 F Sport wheek close-upLexus

Lexus serves as a masterclass in modern premium product strategy by merging Toyota’s bulletproof engineering with improved cabin refinements. The brand initially built its global reputation on well-rounded luxury sedans. In recent years, its strategic evolution has pivoted to high-riding crossovers and SUVs. These now serve as the brand’s primary volume sellers and dominate global luxury sales.

This product shift leverages Toyota’s decades of refined, reliable, and efficient hybrid and traditional internal combustion drivetrain technology. The brand successfully elevates mass-market efficiency into a distinctly serene, upscale driving experience. It does so by adopting these fundamentally dependable architectures and layering them with superior acoustic glass, extensive sound-deadening insulation, highly sophisticated adaptive suspension systems, and bespoke interior quality.

Related

10 Alternatives To The Lexus NX Hybrid

These are the most compelling rivals that the 2026 Lexus NX has to deal with.

The Lexus NX Hybrid Is A Fuel-Saving Luxury SUV

Front 3/4 shot of 2026 Lexus NX parkedLexus

Lexus is one brand that executes a comprehensive hybridized catalog better than any other premium brand, thanks to Toyota’s guidance. The Lexus NX 350h is the best luxury hybrid SUV that you can consider in the brand’s current lineup if you are looking for a luxury SUV with good fuel consumption estimates that also balances luxury, practicality, and reliability. While the RX remains the premium Japanese brand’s volume seller, Lexus still manages to push a good few NX units out every month, showcasing how many consumers value its balanced and well-rounded proposition.

The NX 350h is more specifically a well-rounded HEV SUV that benefits from impressive EPA fuel consumption estimates. The agency estimates that you’ll get to save up to $1,000 on fuel over the course of five years, based on the average American’s fuel bills. The premium SUV brings in a 41/37/39 MPG consumption estimate on the city/highway/combined cycle and covers 556 miles on a single 14.5-gallon tank, with some help from a 0.9-kWh lithium-ion battery pack.

You can expect to spend $1,950 on fuel every year and spend $3.21 to drive 25 miles. A full tank of gas will cost you around $75. Opting for the more basic front-wheel drive model results in a 42/38/40 MPG consumption and 580 miles of range estimates. This model will save you $1,250 in fuel costs. You’ll spend $2,000 on fuel every year and $3.29 after driving 25 miles.

Taking Full Advantage Of Toyota’s Advanced HEV System

2025 Lexus NX 450h+ Luxury — Engine Craig Cole | TopSpeed

The NX Hybrid features the brand’s naturally aspirated 2.5-liter four-cylinder engine connected to a pair of permanent-magnet synchronous motors that directly drive all four wheels via an eCVT system. This is the same drivetrain found in the 2026 Toyota RAV4 and Camry ranges, which explains its impressive reliability ratings.

Lexus claims that this produces a combined 240 horsepower, but fails to issue a combined torque figure. The engine alone produces 163 pound-feet of torque, which helps it achieve a 2,000-pound towing capacity. The brand keeps things modest when it comes to performance, as the NX 350h only achieves a 7.2-second 0-60 MPH acceleration claim time and a limited 112 MPH top speed.

Related

The Gas-Powered Lexus NX Isn’t Done Yet

The 2026 Lexus NX 350 proves gas-powered luxury SUVs still have a place by offering turbocharged performance and convenience in an electrified lineup.

Standard Appointments You’d Expect From A Luxury SUV

2026 Lexus NX front cabinLexus

Lexus sells the NX 350h in four trim options, starting with the base derivative at $46,570. This comes standard with dual-zone climate control, NuLuxe synthetic leather upholstery, and electrically adjustable front seats with heating. The 9.8-inch touchscreen infotainment system features cloud navigation, as well as wireless Apple CarPlay and Android Auto with the brand’s in-house-developed 10-speaker premium sound system.

2026 Lexus NX interior shotLexus

The $250 Cold Area Package adds a fast-response interior heater and steering wheel heating. The electronically controllable sunroof increases pricing by $1,100, the wireless smartphone charger by $75, and the tow hitch receiver by $160, but this also requires the $400 tow hitch.

The Premium trim will have you increasing your budget to $48,495, but this adds the Black Prism interior trim, memory functions, and ventilation for the front seats.

The real benefit of this trim is that it opens you up to many more optional extras, including the larger 20-inch alloy wheels for $1,310 and a $2,225 Premium Package, which includes the brand’s thematic ambient illumination, a larger 14-inch touchscreen infotainment system, and the 17-speaker 1,800-watt Mark Levinson PurePlay surround sound system. You’ll have to pay an additional $900 for a 10-inch head-up display and $375 for the digital key function, which requires a Remote Connect subscription and a SmartAccess card key. The digital rearview mirror costs $200. The panoramic view monitor costs $800, and $270 for front cross-traffic alert and lane change assist.

A detailed shot of the 2025 Lexus NX 350h’s front seatsLexus

The Luxury sits near the top of the range at $52,635. This adds ambient illumination, perforated leather upholstery with chevron quilting, additional adjustments for the driver’s lumbar support, black open-pore wood trimming, door courtesy lamps, an upgraded infotainment system, and a heads-up display. This trim is also the only one that has access to the electronically folding rear seats with heating for $1,030, panoramic glass roof for $500, and advanced park with remote functions for $480.

2025 Lexus NX 350h dashLexus

Lexus also offers a plethora of accessories for the interior and exterior, catering to various needs and wants. Standard color options for the range include Nori Green Pearl, Atomic Silver, Caviar black, Grecian Water Blue, and Redline. Copper Crest costs $595, and Eminent White Pearl or Cloudburst Gray costs an additional $500. Interior upholstery colors consist of black, Rioja Red, Palomino, and Macadamia.

Finally, there’s the F Sport Handling trim level that includes special F Sport-specific enhancements inside and out to go with 20-inch wheels, front and rear performance dampers, and adaptive variable suspension. The entry-level price for this model comes in at $55,045.

Related

How Much Value The Lexus NX Hybrid Loses After 3 Years

The Lexus NX Hybrid does a great job of holding onto its value for a premium SUV.

Long-Term Costs Further Enhance Its Appeal

2026 Lexus NX front shotLexus

The 2026 Lexus NX Hybrid is the most well-rounded HEV SUV that you can consider within the $50,000 price point. Even against its more expensive rivals, it’s still a better option just based on accreditation alone. It gets an 83/100 overall score from J.D. Power, including an 85/100 quality and reliability score and an 81/100 driving-experience score.

Model

Lexus NX Hybrid

Engine

2.5-liter four-cylinder hybrid engine

Transmission

eCVT

Horsepower

240-304

Driveline

AWD

Range

37 Miles (electic-only)

Where popularity is concerned, Lexus confirms that it was able to sell 24,982 individual units of the NX 350h throughout the last five months of 2026. This is a considerable figure for a premium HEV SUV, but relatively low when compared to the rest of the Toyota Group’s HEV sales performance.

Toyota’s Genius Engine Technology

Rear 3/4 shot of 2026 Lexus NX parkedLexus

A big reason for the NX 350h’s class-leading reliability is in the ICE’s design, and it’s something that the Japanese company has perfected thanks to decades of extensive engineering. The Toyota Group applies the A25A-FXS 2.5-liter four-cylinder Dynamic Force powertrain to most of its mid-size HEV derivatives, showcasing its impressive and efficient versatility. Key features of this engine include a dual-direct-injection system as well as a port-injection EFI system to mitigate carbon build-up.

Improving thermal efficiency to about 41 percent is its longer stroke design, together with a wider angle between the intake and exhaust valves, a high-efficiency intake port with a laser-clad valve seat, and a high 14.0:1 compression ratio.

Toyota’s decision to forgo a conventional transmission and stick to a direct-drive eCVT unit further improves the car’s reliability proposition, as it lowers the number of moving parts that require routine servicing.

In the event of any possible faults, Lexus covers all new NX 350h models with a 36-month or 36,000-mile bumper-to-bumper warranty. However, the 60-month and 60,000-mile powertrain and 120-month and 150,000-mile battery warranties are what really translate into the brand’s confidence in its hybrid system.

Sources: Lexus, The EPA, and J.D. Power.

British drivers are paying significantly more at the pumps than drivers in several other European countries.

According to RAC data, petrol currently costs around 156p per litre in the UK, compared with roughly 136p in Cyprus, 130p in Spain and 116p in Malta.

Drivers don’t have to refuel too many times before the difference starts hitting their wallets. According to the RAC, filling a 55-litre tank in a typical family car now costs around £87 for petrol and just over £100 for diesel.

Elsewhere in Europe, Polish drivers pay just 122p per litre for petrol, while a litre of petrol costs Bulgarian motorists 131p. If European countries access the same global oil market, and face the same geopolitical challenges, why are petrol and diesel so much more expensive in the UK?

For Luke Bosdet of the AA, the answer is simple. “It’s a tax thing,” he said. “Some countries load their tax onto car ownership – car tax and the like. Others load it on to car use – duty on fuel. And others combine the two.”

At this week’s average petrol price of 152.7p per litre, UK drivers pay 26p in VAT and 53p in fuel duty, according to the RAC. That means 79p of every litre sold is tax, equivalent to just over half of the pump price.

Compare that with Spain, where the cost of a litre of fuel is around 130p. RAC figures show why Spain is cheaper. The fuel and retailer margin account for about 76p in both countries. But rather than the 79p in duty and VAT paid by UK drivers, those in Spain pay 53p.

The Malta outlier

But there are outliers too. In Malta, for example, petrol costs just 116p per litre. Yet based on RAC figures, tax accounts for 56% of the pump price, not dissimilar to the UK tax take despite the much lower pump price.

However, if British drivers think they are hard done by, spare a thought for Dutch motorists who pay 193p per litre of petrol and 182p per litre of diesel.

For Stuart Adam, a senior economist at the Institute for Fiscal Studies (IFS), “the UK is roughly in the middle of the pack in terms of prices and slightly above average in terms of tax rate”.

He said that 20 years ago, the UK had “easily the highest tax rates in terms of both petrol and diesel” but “a series of real-term cuts to fuel duties” has meant that’s no longer the case.

So why is petrol and diesel cheaper in Spain, Malta, Poland and Bulgaria? Steve Gooding, director of the RAC Foundation, said: “More often than not, the fact that fuel prices are cheaper in southern and eastern European countries is likely to reflect government policies, including state-owned fuel production, designed to keep fuel prices down where average wages are also relatively low.”

Take Malta, for example. A spokesperson for the Central Bank of Malta told Autocar that fuel prices have remained stable in recent years due to a “fixed energy price policy”. Through energy subsidies, retail fuel prices have been “maintained at fixed levels despite fluctuations in global oil prices”, the spokesperson said.

Duty and VAT: why doesn’t the government cut it?

In the UK, however, the focus has been on fuel duty. Adam said ministers could reduce it if they wanted to, but it would come at a cost.

• Ingolstadt plates hint at Audi’s version of the Boxster EV.
• Porsche has reconfirmed the electric 718 Boxster/Cayman is still happening.
• Audi’s production version of the Concept C launches in 2027.

Porsche has been testing its electric Boxster since at least November 2022, when car paparazzi first spotted an open-top 718 without a combustion engine. Nearly four years later, a production version is still nowhere to be found in showrooms. Nevertheless, the two-door electric sports car from Zuffenhausen is still coming to market, eventually… In the meantime, its alter ego bearing the Four Rings may have been spotted at the Nürburgring.

Although it looks like a fairly typical Boxster EV prototype, one small detail may betray the vehicle’s true identity: the license plate. The performance electric test car has been registered in Ingolstadt (IN), where Audi calls home. We may be looking at an early near-production version of the Concept C, but it won’t share the same roof setup as its Porsche sibling. Motor1 has learned the road-going electric sports car from Audi will be sold exclusively with a retractable targa top, a first for the brand.

As evidenced by spy footage shot at and around the iconic German track, Porsche will stay true to the Boxster formula and give the 718 EV a fabric roof. While the next-generation Boxster will once again get a Cayman coupe sibling, the same won’t be true for the Audi model. The targa-only Concept C features two roof panels that stow beneath the rear deck, turning the coupe into a roadster at the push of a button.

The two VW Group brands also have different strategies for powertrains. Combustion-engine versions will join the new Boxster and Cayman EVs for the top variants. By contrast, Audi has already said the production-ready Concept C will be an electric-only affair. Neither company has confirmed the cars will be mechanically related, but it’s easy to connect the dots.

Daniel Schuster, Spokesperson for Technical Development at Audi, told us that the electric Audi is underpinned by a new platform “that will be shared within the [Volkswagen] Group.” While the Concept C features a rear-wheel-drive setup with a single motor, the architecture will also support a front motor for a Quattro all-wheel-drive configuration.

Audi has already tapped into the VW Group parts bin to develop a new performance model, using the Lamborghini Temerario as the basis for its Nuvolari supercar. Logic suggests that, much like Lamborghini did the heavy development lifting for Ingolstadt’s supercar, Porsche is doing the same for the Concept C. After all, Zuffenhausen has been working on the 718 EV for several years, meaning Audi may have been able to fast-track its targa model by leaning heavily on its partner.

The Concept C will evolve into a production model at some point in 2027. An educated guess suggests Porsche will launch the electric Boxster beforehand. The 718 EV was originally due in 2025, and while no official explanation for the delay has been given, reports point to development hurdles.

77

Source: Audi

Motor1’s Take: Will these cars sell? Our immediate response is that both Porsche and Audi could struggle to move these performance EVs off dealer lots. At least Porsche is better positioned, thanks to a gas-powered fallback for the Boxster and Cayman, whereas Audi is putting all its proverbial eggs in the EV basket.

Unlike the Nuvolari, which is capped at 499 units, the smaller sports car is expected to be a regular production model and a permanent part of the lineup. As much as we’d like to see a combustion engine beneath the concept’s horizontal slats, it’s not going to happen. Shoe-horning in the inline-five would effectively revive the idea of an entry-level R8 with Audi’s 2.5-liter engine, something once considered but ultimately shelved.

Source:

Carspotter Jeroen / YouTube

We want your opinion!

What would you like to see on Motor1.com?

Take our 3 minute survey.

– The Motor1.com Team

There is a school of thought that states that motorcycles are single-person vehicles. This you can see in action when you look at a racetrack-optimized sport bike, or an enduro/dirt bike. However, many bikes treat the pillion like a critical part of the ride. Both these types of motorcycles meet expectations, but if you like surprises, there are quite a few motorcycles that don’t look like they offer very good pillion comfort, but surprisingly do. These range from sport tourers to budget ADVs, mid-size cruisers, and even premium performance adventure tourers. Here are 10 of them.

Royal Enfield Himalayan 450

Price: $6,599

Motorcycle riding in the middle of desert with mountains in back.Royal Enfield

The Himalayan 450 sports a number of firsts for Royal Enfield. It has a trellis frame, a fully liquid-cooled engine, a four-valve DOHC head, and a TFT instrument cluster. This has the most off-road capability among all Royal Enfields, and it can hold its own with some of the competition as well. That is down to the choice of size and displacement. In Royal Enfield’s home market, though, this is a premium adventure tourer, which is why it needs the capability to be comfortable for a pillion. It might not be on the level of mid-weight tourers, but in its segment, it is surprisingly comfortable for a second occupant over long distances.

image of Royal Enfield Himalayan 450Royal Enfield

Engine Type

Single cylinder

Displacement

452 cc

Max Power

40 HP @ 8,000 RPM

Max Torque

29.5 LB-FT @ 5,500 RPM

Royal Enfield Super Meteor 650 Celestial

Price: $7,899

Rider and pillion atop the 2026 Royal Enfield Super Meteor 650 riding into the sunsetRoyal Enfield

The Super Meteor 650’s simple construction and good reliability make it a great choice if you need an affordable cruiser for back-road adventures. What isn’t very well known is that the two-tone Celestial variant adds a much more comfortable touring seat, pillion backrest, and front windshield to the equation for no extra money. The chassis and driveline are already a very good package because of the great torque spread and the good handling that it offers within its means, although in some cases, the linear-rate rear springs can make things a little uncomfortable over bad roads.

A biker standing with a Celestial Red Royal Enfield Super Meteor 650 in a desertRoyal Enfield

Engine Type

270° I2

Displacement

648 cc

Max Power

47 HP @ 7,250 RPM

Max Torque

38.6 LB-FT @ 5,650 RPM

Kawasaki Versys 650 LT

Price: $10,399

Kawasaki

The Versys 650 is built to last a lifetime. This is a mature platform that it shares with the Ninja 650, and it also has recent modern upgrades like a 4.3-inch TFT display with Bluetooth, a manually adjustable windscreen, and quick-release luggage. However, it bases everything on a very sweet-handling chassis, a feisty engine, and adjustable long-travel suspension. This, coupled with a very well-designed seat, ensures that the pillion gets more comfort than they expect from a middleweight sport tourer.

Kawasaki

Engine Type

180° I2

Displacement

649 cc

Max Power

67 HP @ 8,500 RPM

Max Torque

44 LB-FT @ 7,000 RPM

Related

13 Bikes That Are Perfect For Riders Downsizing From Big Tourers

These 13 touring motorcycles are perfect for riders looking to downsize from heavyweights, offering comfort, performance, and affordability.

Triumph Bonneville T120

Price: $13,995

Rider on a Triumph Bonneville T120 cruising on a country roadTriumph Motorcycles

The Bonneville has grown from a single model to a range of products bearing that moniker, and there are different engine displacements and body styles available. Still, the traditional Bonneville T120 is the best of the lot because it follows all the classic design cues of a standard motorcycle, but it couples it with modern technology in the form of a liquid-cooled parallel-twin engine with a 270-degree firing order. The ride is comfortable, too, as is the seat, and the modern electronics with the by-wire throttle and six-axis IMU have your back should things go sideways. If you like old-school motorcycles but also want your pillion to be comfortable, this is the one to opt for.

A rider on the all-new Triumph Bonneville T120Triumph

Engine Type

270° I2

Displacement

1,200 cc

Max Power

78.9 HP @ 6,550 RPM

Max Torque

77.4 LB-FT @ 3,500 RPM

Suzuki GSX-S1000GT

Price: $14,399

2026 GSX-S1000GT+ cornering smoothly with a passenger, front third quarter cinematic shotSuzuki Cycles

The GSX-S1000GT is one of the most pleasant surprises on the market. It might look aggressive like a sport bike, but it is genuinely one of the most well-rounded touring bikes in 2026. It does have a chassis and driveline derived from a pure sport bike, but Suzuki has done a fantastic job repurposing it for touring. It has managed to keep the price at a very reasonable level by giving it ABS, traction control, and a 6.4-inch TFT display with Bluetooth and navigation. You might have to rev it a little to get it going, but your pillion will be comfortable for an extended period.

2026 Suzuki GSX-S1000GT+ cornering smoothly with a pillion and side cases cinematic rear third quarter viewSuzuki Cycles

Engine Type

I4

Displacement

999 cc

Max Power

150 HP @ 11,000 RPM

Max Torque

78 LB-FT @ 9,250 RPM

Kawasaki Ninja ZX-14R

Price: $17,599

Kawasaki

The ZX-14R is one of a dying breed of hyperbikes, and emissions regulations will catch up with it soon. Meanwhile, if you want something large and comfortable for two and capable of taking your pillion to 200 miles an hour, this Ninja should be at the top of your list. It also has the largest production inline-four cylinder engine, which means that it isn’t down on torque, even though it has 200 horsepower. Because this is a mature design, it offers low-stress ownership with high-end performance.

Kawasaki

Engine Type

I4

Displacement

1,441 cc

Max Power

200 HP @ 10,500 RPM

Max Torque

113.2 LB-FT @ 7,500 RPM

Related

10 Best Budget-Friendly Inline-Four Motorcycles

It is no secret that manufacturers are slowly phasing out inline-4 engines, but for now we still have a few great bikes to choose from

Suzuki Hayabusa

Price: $19,499

2026 Suzuki Hayabusa touringSuzuki Cycles

The Hayabusa is the Ninja ZX-14R’s direct competitor, so you know you’re getting much of the same: time-warping straight-line speed, huge cruising ability, and a practical perch for a pillion. It was always conceived as a sport tourer that could go really quickly, so practical things like bungee points and a comfortable pillion seat are standard. Unlike the Kawasaki, Suzuki has proven that it knows best, and the Hayabusa sells in large numbers and has been updated regularly. It now includes a full electronic suite and an updated design that isn’t quite as polarizing as the original.

2026 Suzuki Hayabusa launch controlSuzuki

Engine Type

I4

Displacement

1,340 cc

Max Power

187 HP @ 9,700 RPM

Max Torque

110 LB-FT @ 7,000 RPM

Ducati Multistrada V4

Price: $19,995

Riders off-roading on the fully-loaded Ducati Multistrada V4sDucati

The Multistrada has matured by leaps and bounds. The current Granturismo V4 engine uses valve springs and has industry-leading service intervals. It also has a counterrotating crankshaft, which is something you usually find in sport bikes. This is a quick motorcycle, and you can see it in the power output, but Ducati has not left out creature comforts. The pillion is also very well accommodated, but if you want that reliability without sacrificing luxury for the pillion, the Multistrada V4 S is a better choice.

Ducati

Engine Type

90° V-twin

Displacement

1,158 cc

Max Power

170 HP @ 10,500 RPM

Max Torque

92.2 LB-FT @ 8,750 RPM

Harley-Davidson Pan America 1250 Special

Price: $19,999

2026 Harley-Davidson Pan America 1250 Special in orange cornering along a mountain roadHarley-Davidson

The Pan America 1250 got a lot of headlines because of its unique properties for a Harley, like a liquid-cooled engine, long-travel suspension, final chain drive, and trellis frame. It also surprised the traditionalists because the Pan America Special is an almost perfect blend of on- and off-road ability. While the rider enjoys a commanding position, the pillion has a massive perch for himself/herself. Upgrade to the Limited variant, and you also get a large top box for added pillion support. The automatic lowering suspension will help both occupants climb on easily, too.

Front three-quarter shot of two Harley-Davidson Pan America 1250 Special parked outdoors.Harley-Davidson

Engine Type

60° V-twin

Displacement

1,250 cc

Max Power

150 HP @ 8,750 RPM

Max Torque

95 LB-FT @ 6,750 RPM

Related

10 Touring Motorcycles Built For Cross-Country Trips

The most affordable touring bike here offers insane value with a standard automatic gearbox for under $12,000.

Kawasaki Ninja H2 SX SE

Price: $29,999

2025 Kawasaki Ninja H2 SX touring bike accelerating wildlyKawasaki

You wouldn’t expect a motorcycle so powerful that it turns distance into detail to be kind to a pillion, but the Ninja H2 SX was conceived as a premium sports tourer for two. It is a flagship for Team Green in the touring segment and therefore offers features that will increase pillion comfort, like a standard two-way quickshifter and semi-active suspension. Other interesting features include blind spot detection, forward collision warning, and self-healing paint. We wouldn’t advise using the launch control with a pillion on board, however!

Kawasaki Ninja H2 SX riding two-up through twisty roadsKawasaki

Engine Type

Supercharged I4

Displacement

998 cc

Max Power

207 HP @ 10,000 RPM

Max Torque

101 LB-FT @ 8,500 RPM

Sources: Royal Enfield, Kawasaki USA

We know EVs take a range hit when the temperature drops – but hot weather isn’t all good news

Like for a lot of people, the novelty of the 30deg C-plus temperatures and fearsome sunshine are wearing off pretty quickly for me. It wasn’t long into this latest heatwave before I was practically kneeling in the street and begging the skies for a summer downpour – if only for the sake of my new hydrangea.

Compounding this heat-induced frustration is that once the mercury gets past a certain point, it overshoots the ideal operating window for an EV battery and you start losing the efficiency benefits that come with warmer weather.

The impact isn’t quite as drastic as you might see in the depths of winter, but according to Renault’s official range calculator, my R4 could lose as much as 35 miles of urban range when the temperature jumps from 20deg C to 35deg C.

That has certainly borne out when I’ve been pottering around over the past few days, with my average efficiency dipping as low as 3.3mpkWh to give a range of 172 miles – and that’s with low-speed driving. I saw a similar percentage drop from the Alpine A290 – with the same basic powertrain – in the coldest weeks of winter.

I wanted to pootle around for a few miles with the air-con off and the windows open at the weekend to see if reducing the draw on the battery markedly increased efficiency, but my distinctly less curious passenger advised that she was liable to abruptly expire or exit the vehicle if I turned the fans off, so that experiment will have to wait until the next heatwave. 

In any case, the efficiency hit hasn’t really been drastic enough to impact my driving style or cause any charging worries while I’ve been out and about. The heat, though, has alerted me to an irritating quirk that made me briefly extremely uncomfortable – although I am partly to blame.

Like a lot of electric cars, the 4 can be connected to your phone so you can control and monitor things such as the central locking, the charging system and – most usefully – the climate control, so in theory whether it’s Baltic or boiling outside, you can make sure the cabin is at a pleasant ambient temperature before you have even left home.

The trouble is, it seems I have previously made an account for this system and I can’t remember my details, which is especially annoying because it takes ages to type my email address and possible passwords into the car’s touchscreen.

There’s a ‘forgot your password’ option in the app, but it doesn’t seem to like any of my new suggestions for some reason. I’ll keep trying to suss it out, because it would be really useful to pre-condition the car and check the state of charge remotely, but with all the advancements in in-car connectivity of late, why can’t the car just flash up a QR code for me to scan and log in automatically?

Otherwise, though, I’m getting on swimmingly with this cheery little crossover. Quite aside from the practicality advantages it offers over its hatchback sibling, the Renault 5, it’s also a generally more agreeable thing for nipping around town in, by dint of its smoother ride and improved visibility.

It’s just as easy to park, too, and because it’s so closely related under the skin, it’s almost as much of a laugh when you pick up the pace a bit.

I have a few big drives on the horizon, and they will give me more of a chance to test the 4’s cruising credentials and dynamic character on faster, more flowing roads. I’m hoping that by the time you read this the weather has relaxed into a more June-typical state of temperate mildness, and I can focus on enjoying my time at the wheel rather than enduring it.

• Jaguar isn’t interested in generating “enormous volumes” anymore.
• The Type 01 is targeting a select crowd of high-end buyers.
• Jaguar says the Type 01 could only be built as an EV.

9. That’s how many new Jaguars were registered across Europe (EU27, UK, EFTA) in the first five months of the year. There is a logical explanation for this historically low number. The company is essentially on hiatus as it puts the finishing touches on its radical EV transformation. The old guard of combustion-engine cars is gone, and everything from now on will be purely electric. A striking grand tourer will lead the way when the Type 01 breaks cover in October.

Who’s it for? Certainly not for most of Jaguar’s traditional clientele. The company’s Managing Director, Rawdon Glover, famously projected last year that only 15 percent of buyers are likely to return and place an order for the Type 01. In other words, the company with the leaping cat logo has already come to terms with the idea that 85 percent of its customers will switch to other brands.

Speaking recently during a Q&A session following the 2026 Jaguar Land Rover Investor Day, another company official explained how the Jaguar of tomorrow will target a different segment of the market. JLR Chief Growth Officer Lennard Hoornik said that with the Type 01, Jag is “playing a niche part of a niche part.” It’s no longer chasing volume.

Photo by: Jaguar

‘It’s bold, yes. It is a clear strategy that we’ve got, and we are confident about it. Please understand that we are not looking for enormous volumes. We are playing a niche part of a niche part. This is actually building a completely new market, and so we create individual demand case by case. It’s really clear that it’s very difficult to compare it to the old range.’

Lennard Hoornik went on to say the Type 01 will come at a “completely different price point” from Jaguar’s previous combustion-engine vehicles. He summed it up by saying it’s “different everything” from the old way of doing things, which was to “take share from others.” For decades, Jaguar tried to compete head-to-head with Mercedes, BMW, and Audi, but never truly succeeded.

Jaguar has already dismissed rumors of putting a combustion engine in the Type 01, denying speculation about installing an ICE to serve as a generator in a range-extending version. Now, JLR’s Chief Growth Officer is adamant that an all-electric powertrain was a prerequisite for making the extravagant GT a reality:

‘The key message is that the only way that you can make this car is with an electric powertrain.’

Lennard Hoornik also took a jab at rivals, saying “a lot of OEMs have launched [electric cars] and perhaps rushed a bit,” whereas Jaguar decided to take its time and get everything right from the start. Former Jaguar design chief Ian Callum recently revealed that the company had four new cars in development before they were all axed in favor of the Type 01. The XF, F-Pace, and F-Type were slated for next-generation replacements alongside an electric XJ, but they all had to die so the Type 01 could live.

41

Source: Jaguar

Motor1’s Take: Jaguar’s reinvention as a high-end EV brand is a risky bet, requiring it to abandon decades of combustion-engine heritage and adopt a completely different market position. Nevertheless, the company is confident it knows what it’s doing. According to JLR CEO PB Balaji, “there is a significant untapped market out there,” which Jaguar will try to attract with the Type 01.

Ferrari’s Luce has stirred perhaps even more controversy, but Maranello can fall back on a vast portfolio of models if its first EV isn’t the commercial success it hopes for. In Jaguar’s case, the Type 01 will be the company’s sole product for a while before an SUV joins the lineup later this decade.

We want your opinion!

What would you like to see on Motor1.com?

Take our 3 minute survey.

– The Motor1.com Team

The Subaru Outback has always occupied a strange and useful space in the American car market. Tall enough to feel like an SUV, low enough to drive like a wagon, and affordable enough that no one had to think too hard about buying one. For three decades, that mix of practicality and quiet distinctiveness has been what kept loyal buyers coming back generation after generation. That equation just changed. The 2026 Subaru Outback has shed its wagon silhouette for good, adopting a taller, boxier stance that puts it firmly in two-row SUV territory alongside rivals like the Mazda CX-50.

Subaru also dropped the entry-level base trim, pushing starting prices up and turning what was once a value-minded workhorse into a pricier proposition. For anyone who appreciated the Outback specifically because it wasn’t quite an SUV, this redesign closes a chapter. It also opens an opportunity. The outgoing sixth-generation Outback, built from 2020 through 2025, is now the last wagon-shaped version of America’s favorite all-wheel-drive hauler, and it remains plentiful, reasonably priced, and backed by genuinely strong reliability data. Here’s why that generation, and a few specific model years within it, deserve serious consideration right now.

The Wagon Is Gone, And An Automotive Icon Quietly Changed Forever

Blue 2026 Subaru Outback Posed On RocksSubuaru

Subaru didn’t make a big show of it, but the 2026 Outback represents the most significant shape change the nameplate has undergone since it first appeared as a lifted Legacy wagon in 1995. Gone is the long, low roofline that made the Outback recognizable from three blocks away. In its place is a taller, more upright two-row body that reads as an SUV in every dimension that matters: greenhouse, hood height, and overall stance. Subaru still calls it an Outback, and the badge still carries standard symmetrical all-wheel drive and a flat-four engine lineup, but the silhouette that defined the model for three decades is gone.

The Final Domino In An Industry-Wide Shift

2026 Subaru Outback Wilderness rear shotAmee Reehal | TopSpeed

Wagons have been quietly disappearing from American showrooms for years, squeezed out by buyers who, given the choice, almost always reach for the taller vehicle. The Outback was the last high-volume holdout, propped up by people who wanted wagon proportions without admitting they wanted a wagon. With the 2026 redesign, Subaru has effectively conceded that fight, aligning the Outback’s profile much more closely with two-row competitors like the Mazda CX-50, Honda Passport, and Toyota Venza than with the wagon it used to be cross-shopped against. The new Outback isn’t a worse vehicle for it, but it is a different one, and that difference matters most to the buyer who chose an Outback specifically for what it wasn’t: a crossover.

Related

2026 Subaru Outback Redesign: Updates, Pricing, And Performance

The new Subaru Outback is boxier, roomier, and packed with more features than ever.

Why The 2020–2025 Subaru Outback Represents The End Of A Distinctive Formula

A front 3/4 shot of a 2024 Subaru Outback Wilderness on a dirt trailSubaru

What made the sixth-generation Outback distinctive wasn’t any single spec sheet number. It was the combination of a wagon-length, wagon-height body sitting on 8.7 inches of ground clearance, standard all-wheel drive, and a choice of a naturally aspirated 2.5-liter flat-four or a 260-horsepower turbocharged 2.4-liter, all wrapped in a shape that drove and parked like a car but hauled and cleared trail ruts like something much larger. That formula let the Outback split the difference between a Crosstrek and a Forester without ever feeling like it was compromising on either side.

Base Trim Engine

2.5L Flat 4 Gas

Base Trim Transmission

Continuously Variable Automatic (CVT)

Base Trim Drivetrain

All-Wheel Drive

Base Trim Horsepower

182 hp

Base Trim Torque

176 lb-ft @ 4400 rpm

Fuel Economy

26/32 MPG

Make

Subaru

Model

Outback

Segment

Midsize Wagon

Infotainment & Features

7 /10

The 2026 model retains the mechanical pieces of that formula almost intact. AWD is still standard, the same two engines carry over largely unchanged, and ground clearance figures are similar or better, with the off-road-focused Wilderness trim now claiming 9.5 inches versus the standard car’s 8.7. What’s gone is the part that couldn’t be carried over without changing the car entirely, and that’s the proportions.

2026 Subaru Outback Front 3/4Subaru

A taller, boxier Outback can still clear the same obstacles, tow the same loads, and seat the same number of people, but it no longer drives, sits, or looks like the vehicle that built the Outback’s reputation as the thinking person’s alternative to a conventional SUV. That makes 2020 through 2025 the last window in which buyers can get this specific formula: low roofline, wagon stance, and SUV-grade capability in one package.

Related

Everything You Should Know About The Forgotten Subaru Baja

A Japanese El Camino with a turbocharger and a manual? Say less.

Rising New-Car Prices Make A Used Subaru Outback A More Compelling Buy Than Ever

2026 Subaru Outback front 3/4 shotAmee Reehal | TopSpeed

Subaru didn’t just change the Outback’s shape for 2026; it changed the math. Dropping the old base trim pushed the cheapest new Outback, the Premium trim, to $34,995, a meaningful jump from where base pricing used to sit. Climb the lineup and the increases get steeper. The off-road-oriented Wilderness trim now starts at around $46,445. The range-topping Touring XT lists at $47,995 and reaches $49,445 once destination charges are added, putting a fully loaded Outback within shouting distance of $50,000.

That kind of pricing puts the new Outback in direct competition with vehicles like the Mazda CX-50, a comparison Subaru hasn’t made explicitly but one that’s hard to avoid once a loaded Outback clears $49,000. It also makes a clean, low-mileage sixth-generation Outback look considerably more attractive by comparison.

2026 Subaru Outback side shotAmee Reehal | TopSpeed

Buyers who once cross-shopped a new base Outback against a used Forester or Honda CR-V now have a third option worth weighing seriously: a two- or three-year-old Outback from the wagon-shaped generation, often available for thousands less than a comparably equipped 2026 model, with the engine, AWD system, infotainment suite, and most of the safety tech already proven out over real-world ownership rather than just on a spec sheet. For budget-conscious shoppers who don’t need the newest possible badge, that gap between new and used pricing has rarely looked this favorable.

Why The 2022 Subaru Outback Is The Smartest Wagon-Era Model To Own Today

Red 2022 Subaru Outback drives along a coast roadSubaru

If there’s one model year to point a buyer toward, it’s 2022. The 2022 Subaru Outback lands in the sweet spot of the sixth generation’s production run. Early enough to avoid any markup from being the newest used example, but late enough to have ironed out the early-build quirks that tend to show up in any redesign’s first model year. J.D. Power data backs that up directly, scoring the 2022 Outback at 74 out of 100 for reliability, a solid result for the segment. NHTSA complaint volume for the year is notably light compared to other entries in the generation.

Beyond The Data, The 2022 Model Year Is Simply A Well-Rounded Choice

A dynamic rear-quarter tracking shot of a red 2022 Subaru OutbackSubaru

It carries the full suite of sixth-generation safety equipment, including Subaru’s EyeSight driver-assist suite, standard all-wheel drive, and both available engine options, without any of the depreciation penalty that comes with chasing a 2024 or 2025 example that’s barely different mechanically. Mileage on 2022 models has typically settled into a range where buyers can be reasonably confident about remaining service life, while pricing has dropped enough off the original MSRP to make the value case obvious without requiring any compromise on equipment or condition. For someone who wants the wagon-era Outback experience with the least amount of risk and the best balance of cost versus condition, 2022 is the year that keeps coming up in reliability rankings for good reason.

Related

10 Off-Road Upgrades Make The 2026 Forester Wilderness a True Adventure SUV

The Forester is Subaru’s best-selling and practical SUV that just got even better at tackling the wilderness thanks to these features.

The Used Subaru Outback Years Worth Buying Before The Market Catches On

2024 Subaru Outback on a dirt roadSubaru

The 2022 model year may be the headline pick, but it isn’t the only sixth-generation Outback worth chasing before word gets out. The 2021 model year deserves a serious look from buyers prioritizing value over having the newest possible example.

Interior shot of the Subaru OutbackSubaru

By 2021, Subaru had already worked through the bulk of any first-year redesign issues from the 2020 launch, and depreciation curves mean 2021 examples typically trade for a noticeable discount under 2022 models with broadly similar equipment, powertrain options, and reliability outcomes. For a buyer comfortable with a slightly older car and somewhat more mileage in exchange for a meaningfully lower price, 2021 is the pragmatic pick, and it still carries enough of a track record to avoid any unpleasant surprises.

The 2019 Outback Occupies A Different But Equally Interesting Niche

As the final year of the fifth generation, it predates the sixth-generation’s styling and platform entirely, meaning it carries an even more traditional, lower-slung wagon profile than the 2020–2025 cars this article is primarily about. For buyers who want the purest possible wagon proportions, before Subaru began nudging the Outback toward its eventual crossover-like dimensions, a well-kept 2019 represents the more old-school end of the wagon era, at a price point that reflects its age rather than any reliability shortfall, since it shows up alongside 2022 and 2021 in the same reliability-focused recommendations.

Buyers should also keep the live new-car market in view rather than treating the used Outback decision in isolation. A 2026 Mazda CX-50 remains a reasonable cross-shop for anyone open to a new vehicle in roughly the same price band as a loaded Outback Touring XT, and it is worth a test drive before committing either way. But for the specific niche that the wagon-shaped Outback used to fill, low, long, and unmistakably its own thing, there’s no new vehicle on sale that replicates it anymore. That’s precisely what makes 2019 through 2025 Outbacks worth buying now, while they’re still just used cars and not yet the object of nostalgia pricing.

Sources: Subaru, JD Power, KBB

The M3 Touring will live on in BMW’s Neue Klasse era, in part thanks to unexpectedly high demand in markets such as the US and China.

While the M3 saloon is now in its sixth generation, the performance model has only been offered in estate form since the arrival of the G80-generation version in 2021. But strong sales since then have prompted BMW to bring the super-estate back with the next-generation M3, as previewed recently with the Vision M Neue Klasse concept.

The current model is powered by a 523bhp twin-turbo 3.0-litre straight six, and a variant of that engine is set to be offered in the next-gen car, alongside a quad-motor pure-electric version.

BMW has already previewed a new electric 3 Series Touring and, unlike rival Mercedes-Benz, it has pledged to offer EV and ICE versions of the standard car in estate form – and BMW M sales boss Sylvia Neubauer said the performance version will remain.

“The M3 Touring is one of the best models that we have in our portfolio,” Neubauer told Autocar.

“Normally China is not an estate market at all, but we decided to bring the Touring to China only in the M3 version. So you can’t buy a regular 3 Series Touring there but the M3 Touring is a lifestyle statement. And it’s been a huge success in China, and the rest of the world.”

Neubauer noted that the M3 Touring has also been a hit in the US, another market where they don’t offer the standard estate because “it’s a market for SUVs and very big cars”.

She added that demand for the model was largely organic. “Our dealers are so happy to have this car, because they don’t have to push it,” she said.

“There’s demand, and they’re asking for more and more production, so we’ve been increasing the volume.”

The Audi A3 is getting a technical and visual refresh in Europe. The updates mainly focus on interior design, the integration of a panoramic display, and an expanded lineup of driver-assistance systems. The update applies to all body styles and powertrain variants in the compact-car range, including the sport-focused S3 and RS3.

Redesigned Interior

At the center of the interior update for the A3 is a new cockpit layout with a so-called curved display. It consists of an 11.9-inch Virtual Cockpit and a 12.8-inch MMI panoramic display. A wider trim inlay across the dashboard, running from the instrument cluster to the passenger side, creates a continuous horizontal design line.

On the left, you can see the new cockpit; on the right, the previous version. It’s clear that, unfortunately, the climate controls lose their physical buttons. The steering wheel previously used real buttons as well.

According to Audi, the interior can be configured with four material choices, including carbon fiber, Dinamica microfiber, and two textile fabrics called Impressum Black and Light Crepe. The center console has been revised so the phone storage compartment now faces the driver.

It includes a wireless charging function rated at 25 watts. The steering wheels use a mechanical roller within the multifunction controls. Buyers can choose between two double-spoke designs and a three-spoke wheel flattened at the top and bottom for S-line and S models.

Expanded Driver-Assistance Systems

The available driver aids have been reorganized and are offered in three package levels: Tech, Tech plus, and Tech pro. The integrated adaptive driving assistant plus combines adaptive cruise control with active lane guidance at speeds up to 130 mph. On models with an automatic transmission, the system manages longitudinal and lateral control using lane markings, road edges, and surrounding traffic.

It also enables automatic lane changes on highways after the turn signal is activated, as well as automatic slowing at red lights and moving off again when the light turns green. For the first time, the system uses swarm data to adjust speed to the average traffic pace on a given section of route.

11

Source: Audi

Using online data, lane guidance can also be used in urban and rural areas even when lane boundaries aren’t clearly visible. This data-based feature is included at no cost for three years from delivery, and can then be extended for a fee.

For parking maneuvers, four wide-angle surround cameras provide a three-dimensional 360-degree view of the vehicle’s surroundings in the MMI. The Park Assist plus and pro systems recognize parking markings via camera and can steer the vehicle autonomously into parallel and perpendicular spaces, controlling steering, acceleration, braking, and gear changes.

Park Assist pro additionally offers a remote function that lets the driver control parking in and out from outside the vehicle via a smartphone app. A new feature called trained parking also allows up to five individual parking maneuvers—each up to 164 feet long—to be stored and replayed automatically.

Connectivity And Digital Add-ons

Through app connectivity, drivers can remotely check vehicle status information, including parking location, lock status, window and lighting status, as well as odometer reading, fuel level, tire pressure, oil level, and service intervals. The auxiliary heater, along with locking and unlocking, can also be controlled via smartphone.

Through the “Functions on Demand” program, certain software-based features can be activated later for a fee, including a package intended to optimize audio playback and a virtual surround-sound function.

Body Styles And Powertrains

There are no changes to body styles or powertrains: In addition to the Sportback and Sedan, the range includes the A3 allstreet crossover model available since spring 2024, which has about 1.2 inches of additional ground clearance and off-road-style design cues. The engine lineup includes gas and diesel engines offered in outputs of 114 hp and 148 hp.

23

Source: Audi

As a plug-in hybrid, the A3 e-hybrid offers a total system output of 201 hp or 268 hp, with a combined electric range of up to 89 miles on the WLTP cycle. The battery can be charged via DC fast charging in around 30 minutes, and maximum towing capacity increases by 661 pounds to 3,748 pounds.

35

Source: Audi

The S3 and RS3 performance models both feature quattro all-wheel drive and a torque splitter that distributes torque variably across the rear axle. The S3 is powered by a 328-hp turbocharged four-cylinder, while the RS3 uses a 394-hp turbocharged five-cylinder. Visually, the sport models are set apart by specific grille badges and their own digital daytime running light signatures, with the RS3 standing out thanks to its wide fenders. With the Matrix LED headlights, drivers can select from four different daytime running light designs via the MMI.

28

Source: Audi

Launch Date And Pricing

The refreshed A3 models will be available at dealerships starting in mid-September 2026. In Germany, the A3 Sportback starts at €31,850, while the A3 Sportback e-hybrid starts at €45,350. The performance variants start at €57,200 for the S3 and €68,500 for the Audi RS3.

Audi

• Make: Audi
• Model:
• URL:

  Audi

31

We want your opinion!

What would you like to see on Motor1.com?

Take our 3 minute survey.

– The Motor1.com Team

For some time now, when people think of a large, comfortable, opulent, and plush American SUV, they’re thinking about a Cadillac Escalade. Since they were introduced to the market back in 1999, they have provided maybe the stiffest competition to the Lincoln Navigator in terms of large luxury.

The newest iteration of the Escalade still commands a lot of the road; it is still plush; it always turns heads; and celebrities are still opting for it as a status symbol. However, while Jeep is not always revered for its ultra-luxury offerings, the all-American powerhouse marque has carried out a major upgrade and facelift of its three-row SUV, and it is shaking up the market.

Luxury SUVs Are Entering A New Era

Front shot of 2027 BMW iX3 parkedBMW

For decades, the recipe for a good full-size luxury SUV was pretty simple: build something massive, cover it in chrome, equip the largest possible engine , and make sure it dominates every parking lot it goes into. When these kinds of SUVs were being turned out, we wanted a presence above most things, and American brands became very good at that.

Today, though, the luxury SUV market is evolving, and size alone doesn’t cut it anymore. For those of us with the budget for something like a new Escalade, which this year has a starting price of $91,100 , a commanding road presence and high-end materials are one thing, but so are cutting-edge tech, genuinely refined rides, and interiors that are closer to private lounges than SUV cabins.

Rear 3/4 shot of 2025 Cadillac Escalade in blue parked on drivewayCadillac

Then there is fuel efficiency and modern powertrains. It is not uncommon to find a 2014 Lincoln Navigator equipped with a V8 only offering 15 or 16 combined mpg on a good day. Today, models like the Duramax turbo-diesel-equipped Tahoe can achieve 22 to 23 combined mpg, while the new i-FORCE MAX Hybrid Sequoia can achieve up to 22 combined mpg, both without losing out on any of the finery and power that make them luxury models.

Buyers Want More Than Just Chrome And Horsepower

Front action shot of 2026 Lexus GX 550 driving in snowLexus

The purpose of an SUV, full-size and luxury or not, has changed in the last couple of decades. They used to be utility vehicles that were used for everything from going camping and driving through the dirt to the school run. Some of them still are today, but the focus on on-road engagement, comfort, and refinement has overtaken the need for outright power and towing figures.

This means that models like the Sequoia, which used to be a very utilitarian SUV when it was released, now get all the creature comforts that you’d once only find in a posh sedan. Massaging seats, large displays, advanced sound insulation, and hands-free driving tech are just as important as V8 performance.

Front 3/4 shot of 2026 Toyota Sequoia parked off-roadToyota

What has changed the most in the SUV market, luxury and not, is their usage. SUVs are being used more regularly on the road now than ever before, so even the big ones with body-on-frame construction have to have good manners in traffic and when driving through town. For the SUV market, it is not enough anymore just to build something that can tackle the dunes, but they also have to behave when they join the tarmac again and still provide a comfortable ride to work.

The Rules Are Changing At The Top End Of The Market

Front 3/4 action shot of 2026 Lincoln Navigator Black Label driving on roadLincoln

The upper echelon that is the luxury SUV market has also become very competitive. Traditional leaders like Cadillac, BMW, Audi, and Lincoln can’t rely on brand prestige or reputation anymore. Newer luxury brands like Infiniti offer a lot of perceived value for money with their flagship QX80; some still don’t see Lexus as the luxury powerhouse that it should be; Acura produces some very well-priced luxury SUVs like the MDX; and Genesis brings modern Korean reliability with European-grade styling.​​​​​​​

Front 3/4 shot of 2025 Cadillac Escalade in blue parked on drivewayCadillac

This has forced more traditional marques to change tack, and a major design shift has followed, both in terms of exterior and interior design and in what is offered. For us, it is great news; it means the luxury SUV benchmark is rising rapidly, but for brands, it is harder and more competitive than ever to keep up with changing expectations. That means there are more redesigns, better quality builds, more options, and more versatility to what a luxury SUV can do today.

Related

10 Reliable Luxury SUVs You Won’t Regret Buying

What are some of the most reliable luxury SUVs avaiable? These ten top the list and offer the vareity to provide every driver with good choices.

The 2026 Jeep Grand Wagoneer Means Business

Front 3/4 shot of 2026 Jeep Grand Wagoneer parkedJeep

The Jeep Wagoneer nameplate stretches all the way back to 1963, when it was a solid 4×4 that bridged the gap between capability and comfort. In ’84, it was reintroduced as the Jeep Grand Wagoneer with leather upholstery, fancy interiors, and better quality road manners, and in 1991, we saw the last examples of SJ platform models roll off the production line. The name was shelved until 2022, when Jeep brought it back as a bona-fide full-size luxury SUV. We are now in the fourth generation, and the 2026 Jeep Grand Wagoneer has hit the market post-refresh and facelift.

Base Trim Engine

3L Hurricane I6 ICE

Base Trim Transmission

TorqueFlite 8-speed automatic

Base Trim Drivetrain

Four-Wheel Drive

Base Trim Horsepower

420 HP @5200 RPM

Base Trim Torque

469 lb.-ft. @ 3500 RPM

Make

Jeep

Model

Grand Wagoneer

Segment

Full-Size Luxury SUV

There are six trims available for the 2026 lineup: the Grand Wagoneer, the Limited Altitude, the Upland, the Limited Reserve, the Summit Obsidian, and the Summit Reserve. They have the following starting prices.

2026 Jeep Grand Wagoneer Trims

Grand Wagoneer

Limited Altitude

Upland

Limited Reserve

Summit Obsidian

Summit Reserve

MSRP

$64,690

$72,060

$73,060

$80,655

$94,310

$100,310

Bold Updates Give It More Presence Than Ever

Front shot of 2026 Jeep Grand Wagoneer parked in front of houseJeep

While the Grand Wagoneer was never a subtle SUV, Jeep’s 2026 refresh gives it a far more modern and sophisticated presence than it has ever had. The biggest changes are from the A-pillar forward, where a redesigned front end gets a more upright stance, slimmer LED lights, and a more modern version of Jeep’s iconic seven-slot grille. There are no chrome accents at all now on the Grand Wagoneer; you get restyled taillights, new colors are available both inside and out, and more features have been added to the lower-tier grades.

Front 3/4 shot of 2026 Jeep Wagoneer parkedJeep

It still has the imposing dimensions of a full-size flagship SUV (216.1 inches x 83.6 inches x 79.8 inches), but it now carries a far more streamlined look about it that sets it apart from some of the other massive SUVs on the market. There are also new wheel designs, updated trim options, a new powertrain offering, and maybe most importantly, for those of you who want something a bit different from the road-only models out there, some proper off-road chops.

Luxury And Capability Are No Longer A Compromise

Front 3/4 shot of 2026 Grand Wagoneer towing a camperJeep

Thankfully, the SUV market has come a long way since luxury SUVs just meant that they were very comfortable and nice to be on the road, and the best off-road SUVs were only really any good in the mud. The new Grand Wagoneer is a prime example of that; Jeep has backed up the new look and refined build with its expertise in off-road capability.

The Grand Wagoneer gets a body-on-frame chassis, standard four-wheel drive (on all trims except the base trim), an available Quadra-Lift air suspension system, and Jeep’s Selec-Terrain traction management system. If you go for the air suspension, you get up to 10 inches of ground clearance, while a maximum towing capacity of 10,000 pounds (when you fit the Heavy-Duty Trailer-Tow Package and opt for the 3.92 axle ratio) means that a spot of overlanding is well within its wheelhouse.

At the same time, the interior is designed to show up some of the market’s more prestigious badges. Available are 24-way power-adjustable front seats with massage function, a 23-speaker McIntosh Reference audio system, four-zone climate control, and an expansive total screen area spread across the dashboard.

Front passengers get their own display; rear passengers can also get their own display, while real walnut wood trim, metal accents, power-folding rear seats, and generous cargo space with the rear seats folded down make it an exceptionally well-rounded luxury SUV. We have praised the new Lexus GX for similar reasons lately, so this Grand Wagoneer refresh really has ticked a lot of boxes.

Related

10 Luxury SUVs That Nail The Sweet Spot Between Comfort And Performance

These premium SUVs are fast without compromising on prestige.

Why The New Grand Wagoneer Is Shaking Up The Market

Side shot of 2026 Jeep Grand Wagoneer parked on beachJeep

It is large, capable off-road, and impressively appointed, so what is so different about the new Grand Wagoneer that makes it a real thorn in the side of the full-size, three-row luxury SUV market? Chiefly, it is its starting price. At a base-model starting price of just under $65,000, you’d be forgiven for thinking you aren’t getting much.

However, even the base model gets a 12.3-inch instrument cluster paired with a 12-inch Uconnect 5 touchscreen. As mentioned, your front-seat passenger gets a 10.25-inch interactive display, while Palermo leather-trimmed seats, soft-touch surfaces, heated and ventilated front seats, and a 19-speaker audio rig are included as standard fare. To put that into perspective, some of its closest rivals have the following starting prices.

2026 Lexus GX

2026 Lincoln Navigator

2026 BMW X7

2026 Mercedes-Benz GLS

2026 Cadillac Escalade

MSRP

$67,835

$84,555

$87,500

$90,250

$91,100

For everything you get at this price point, we should consider calling this Jeep a value-for-money luxury model alongside the likes of the Sequoia, which has a starting price of $65,025.​​​​​​​

New Electrified Powertrain Changes Everything

Close-up shot of 2026 Jeep Grand Wagoneer engine bayJeep

Then there are the powertrain options. Since the rebirth of the Grand Wagoneer in 2022, Hurricane inline-sixes have been equipped. The 2025 model is equipped with a 540-horsepower HO 3.0-liter inline-six, which can accelerate it to 60 mph in as little as 4.7 seconds. This year, the Grand Wagoneer gets the same base engine as the 2025 Wagoneer (which has now been dropped); it has the following specifications.

Spec

2026 Jeep Grand Wagoneer

Engine

3.0-Liter Twin Turbocharged Hurricane Inline-Six

Transmission

Eight-Speed Automatic

Horsepower

420 hp

Torque

468 lb-ft

However, Jeep has also revealed that later in 2026, the Jeep Grand Wagoneer REEV (Range Extended Electric Vehicle) will become available, using a Pentastar V6 as a generator to charge a battery and featuring dual motors (one at each axle). It is expected to have the following specifications.

Spec

2026 Jeep Grand Wagoneer REEV

Engine

3.6-Liter V6 w/ Dual Motors & 92 kWh Battery

Combined Horsepower

647 hp

Combined Torque

620 lb-ft

Jeep says that the new GW REEV is neither a hybrid nor a full EV, but a gap bridge between the two. Jeep also says that with a full tank of gas, you’ll get 500 miles from it, while the all-electric range is over 100 miles. If it is as good as it sounds, it will truly be an SUV that pushes full-size models into a new era.​​​​​​​

Grand Wagoneer Rivals Have Something To Worry About

Rear 3/4 shot of 2026 Jeep Grand Wagoneer parked on roadJeep

The simplified lineup of the Grand Wagoneer, its low starting price for its breed, and its real-life usability do make it a real threat to the likes of Lincoln, Cadillac, and the European marques that for so long have led the full-size luxury market. Combining true-luxury interiors, a potent engine, strong towing capability, a new design that looks considerably more modern than some other models out there, and the introduction of a potentially market-changing model later this year gives the segment good reason to raise its standards. The 2026 Escalade is available as the IQ, which gets a 465-mile range, 4.7-second 0–60 mph times, and can carry up to seven people.

Front 3/4 shot of 2026 Jeep Wagoneer parked in forestJeep

However, the new Cadillac IQ has a starting price of $127,405, while the new REEV is expected to cost between $75,000 and $100,000+. It will still carry up to eight people and offer all the luxury features that the new gas-powered Grand Wagoneer gets. Combined, the whole new Grand Wagoneer lineup is going to take a lot of beating in terms of value for money and what you can actually do with it.

Related

10 Luxury SUVs That Are Just As Reliable As Economy Cars

Are luxury SUVs just as reliable as some of the most popular economy cars? Here are ten models that answer with a “yes.”

The 2026 Jeep Grand Wagoneer Is The New Luxury SUV Benchmark

Front 3/4 action shot of 2026 Jeep Wagoneer driving on snowJeep

It doesn’t just look modern and cost a lot less than some of its competitors, but it is also very spacious inside, and for a three-row SUV, you actually get a lot of room in the third row. It has a total passenger volume of 179 cubic feet; 28.4 cubic feet of storage space behind the third row, 70.8 cubic feet behind the second row, and a total cargo capacity of 94.2 cubic feet. Interior dimensions of the 2026 Grand Wagoneer are as follows.

Headroom

Shoulder Room

Hip Room

Legroom

Front Row

41.3 Inches

66.1 Inches

63.4 Inches

40.9 Inches

Second Row

40 Inches

65.2 Inches

63 Inches

42.7 Inches

Third Row

39 Inches

64.4 Inches

51.6 Inches

36.6 Inches

You can also get the Grand Wagoneer L; it has a starting price of just under $67,000 and a longer wheelbase (130-inch vs. 123-inch), which opens up significantly more cargo capacity across all three rows, as follows.​​​​​​​

Cargo Capacity

Behind Third Row

42.6 Cubic Feet

Behind Second Row

88.8 Cubic Feet

Maximum Cargo Capacity

116.7 Cubic Feet

It may not have the same luxurious prestige as Cadillac, and FuelEconomy.govsaysthat it can only achieve between 18 and 19 combined mpg, costing between $3,300 and $3,450 a year for gas, but the new Grand Wagoneer delivers what is expected from a modern, comfortable, and usable three-row SUV.

Neither the new Escalade nor Grand Wagoneer has the most exciting owner reviews on Kelley Blue Book, with the Escalade getting 3.7 out of 5 overall and the Grand Wagoneer getting 3.4 out of 5, but the price difference between the two is stark.

Shot of 2026 Jeep Wagoneer display in second rowJeep

When we think about value for money in the luxury market, we tend to look at Asian models. However, this new Grand Wagoneer has to be seen as a new benchmark for the three-row luxury SUV segment. Prices do climb as you get toward the higher trims, but even at the entry point, the Grand Wagoneer delivers a level of technology, space, capability, and premium equipment that few rivals can match for the price.

This is why the 2026 Jeep Grand Wagoneer is such a strong contender against the Escalade, Navigator, and European models like the X7 and GLS; Jeep doesn’t try to chase these models, but combines what it has proved it can do off-road for so long while undercutting them all on price for genuine on-road luxury.

Sources: Jeep, FuelEconomy.gov, and Kelley Blue Book.

• The world premiere will take place in New York.
• Jaguar projects that the Type 01 will sell despite the controversy.
• The “extremely negative sentiment” surrounding the car has apparently been turned around into a positive one.

Jaguar has been heavily criticized for dragging its feet on the launch of its striking new EV. However, some of the comments may be exaggerated, considering it hasn’t been that long since the concept broke cover. We first saw the Type 00 in December 2024, and less than two years will have passed by the time the production model finally debuts.

Sure, the teaser campaign has been rather exhausting, but Jaguar’s approach is understandable given the importance of its striking GT. That’s all in the past now, as we won’t have to wait much longer for the wraps to come off. The world premiere will take place sometime in October during a “mind-blowing launch” event in New York.

Lennard Hoornik, Jaguar Land Rover’s Chief Growth Officer, announced the timeline during the 2026 JLR Investor Day, where he also said the debut will be handled in a “very special way.” The company is confident it will be a commercial success, despite the fierce controversy surrounding the concept’s design and its electric-only powertrain:

Photo by: Jaguar

‘My strong feeling is that if you’ve got a great proposition, you’ve got a great emotion, then there will be great numbers coming out. The sentiment, which was extremely negative as you all know, has turned around into a positive one. I think it kind of helped us a little bit because we are really focusing on innovation and on making this car the best innovative car ever.’

Sitting on standard 23-inch wheels, Jaguar’s glamorous EV will be a stately GT measuring about 204.7 inches (5.2 meters) long, with a gargantuan 126-inch (3.2-meter) wheelbase. It will feature charging ports on both front fenders for added convenience. Outward visibility is unlikely to be stellar due to the small side windows and the absence of a rear window. Still, a plethora of cameras should at least partially offset the modest greenhouse.

Power will be provided by three electric motors producing more than 986 hp and 959 lb-ft (1,300 Nm) of torque. A massive 120-kWh battery has already been confirmed with support for 350-kW charging. As for range, the new Jaguar is expected to do about 400 miles (644 kilometers) per the EPA and a slightly higher 430 miles (692 km) per WLTP.

11

Source: Jaguar

Motor1’s Take: Not long to go until we find out whether the Type 01 lives up to the hype. A lot is riding on the EV now that Jaguar has abandoned all of its previous models. The stakes are high, but JLR appears optimistic, projecting that wealthy buyers will warm up to the car’s exuberance and fork out well over $100,000 for one.

Don’t expect a return to combustion engines: Jaguar has made it clear that ICE is not coming back. In other words, the company’s future is EV or bust.

We want your opinion!

What would you like to see on Motor1.com?

Take our 3 minute survey.

– The Motor1.com Team

There’s a certain kind of sticker shock that follows you out of the dealership when you’re in the market for a premium touring bike. You go in looking for a capable, well-equipped sport-tourer, and you come back having been gently steered toward a $25,000 BMW or a $27,000 Triumph. Things get worse if you eye an American tourer, as these can average well over $30,000 MSRPs. Sure, these are perfectly wonderful machines, but that is a lot of money to spend on a motorcycle. And this price rises when you tick options, which is often the case in the open-class touring segment. What you might need then is something that’s loaded right from the factory with a full price without add-on surprises that stays in the $20,000 ballpark. This is exactly what the Kawasaki in context offers.

The Curious Case Of The American Touring Segment

Action Shot of Suzuki GSX-S1000GX+ cornering in city streets.Suzuki Cycles

What stands out right now is how many riders are choosing adventure-sport and sport-touring motorcycles as their do-it-all machines. The appeal is pretty simple: they can commute, carve back roads, cross states, and carry luggage without asking the rider to choose one mission and abandon the rest. Baggers and big-bore cruisers are beloved machines, but they’ve always demanded a certain kind of commitment from a rider: a commitment to pavement, to a fixed riding posture, and to a very specific idea of what a long ride should feel like.

Static shot of BMW S 1000 XR front and rear right 3q overlooking the oceanBMW

Adventure bike-type crossover tourers don’t ask for any of that. They’re built to handle mountain switchbacks on a Monday and a 400-mile interstate run on a Tuesday, often with a passenger and enough luggage for a week. They’re lighter on their feet than traditional full-dress tourers, dramatically more capable when the road turns rough, and increasingly, they’re available at price points that make the traditional cruiser market look expensive by comparison. Riders are voting with their wallets, and the vote is trending toward versatility.

The Kawasaki Versys 1100 SE LT Makes Luxury Bikes Feel Overpriced

Base Price: $19,499

2025 Kawasaki Versys 1100 SE LT static front quarter shotKawasaki

The Versys 1100 SE LT is what happens when Kawasaki decides to build a proper sport-tourer instead of just marketing one. At $19,499, it comes to the table with factory-fitted electronically controlled suspension, a standard quickshifter, heated grips, hand guards, cornering lights, cruise control, and a pair of 28-liter hard saddlebags. Not available as an option, but as standard fitment. On a bike that costs under twenty grand, this is significant value for money.

To put that in perspective: the Suzuki GSX-S1000GX+ starts at $18,749 but has a few misses. The Yamaha Tracer 9 starts at a more accessible $12,599 but ships without a quickshifter or cruise control. And if you want a BMW S 1000 XR specced to roughly the same level as the Versys, you’re looking north of $22,000 by the time the accessories catalog does its damage. The Kawasaki doesn’t just match the competition — it front-loads the value in a way its rivals rarely bother to.

Related

The Sport-Tourer That Feels Fast, Forgiving, And Surprisingly Practical

The S 1000 XR will attack corners with the same ability that it will let you cruise back home after. In traffic, too.

A New 1,099cc Inline-Four Is The Heart Of The Beast

2025 Kawasaki Versys 1100 SE LT engine close-up detailKawasaki

The engine powering the 2025 Kawasaki Versys 1100 SE LT is ​​​​​​a new 1,099cc configuration — shared with the Ninja 1100 SX — and the route to that extra displacement tells you something about Kawasaki’s intentions. Rather than simply boring out the old engine, engineers stretched the stroke by 3mm, redesigned the intake funnels to be 1.7 inches longer, narrowed the intake ports, and recalibrated the cam profiles for a gentler, more linear lift curve. The result is 133 horsepower at 9,000 rpm and 82.5 lb-ft of torque at 7,600 rpm — a 13 hp gain over the outgoing Versys 1000 SE.

Real-World Usability Over Paper Specs

Kawasaki

Peak power figures are one thing, but the more interesting number is what the engine does between 2,000 and 7,000 rpm. That’s the range a touring rider actually lives in — overtaking on the highway, pulling through a long sweeper, launching from a stop with luggage aboard. In that zone, the 1,099cc inline-four has real traction.

A heavier flywheel contributes to smoother low-rpm behavior, keeping power delivery progressive rather than abrupt, and the narrowed intake ports push the torque curve further into the mid-range, where it’s actually useful on the road. It’s also worth noting what you don’t feel on the Versys. At around 65 mph, the gearbox puts the engine right at 4,000 rpm — deep in the torque band, with almost no vibration reaching the bars or pegs. You could ride like that for hours.

Flagship Tech Without Premium Tax

Kawasaki

Kawasaki’s Electronic Control Suspension (KECS) is the kind of system you’d expect to find on a BMW S 1000 XR as an add-on, and here it comes standard equipment on a $19,499 motorcycle. The suspension setup features a 43 mm inverted Showa fork up front and a Showa BFRC-Lite gas-charged rear shock with a piggyback reservoir, both equipped with sensors that monitor stroke speed every millisecond. That data feeds into the KECS ECU, which cross-references inputs from the six-axis Bosch IMU — arriving every 10 milliseconds — and adjusts compression and rebound damping in real time.

In plain terms, the suspension is reading the road faster than you can react to it, and making adjustments before you notice a problem. On a long day across mixed surfaces, that quiet competence adds up. Spring preload is also electronically adjustable directly from the cockpit, with four preset configurations — solo, solo with luggage, two-up, and two-up with luggage. Changing from a solo run to a loaded two-up setup takes seconds, not a wrench.

Modern Cockpit And Connectivity With Enhanced Safety

2025 Kawasaki Versys 1100 SE LT instrumentation close-up detailKawasaki

The 2025 update brought meaningful improvement elsewhere. The quickshifter’s operational threshold has dropped from 2,500 rpm to 1,500 rpm. That may sound like a small detail, but in practice, it means seamless upshifts out of parking lots, away from traffic lights, and in slow urban traffic. Additionally, a new handlebar-mounted USB-C port handles device charging, while the Rideology app integration, updated with voice command functionality that learns the rider’s accent over time, enables hands-free access to ride data, navigation, and vehicle settings via Bluetooth. The full-color TFT display ties it together.

Underneath the connectivity layer sits a serious safety architecture. The six-axis Bosch IMU governs a network of systems working in concert: KIBS (Kawasaki Intelligent anti-lock Brake System), the Kawasaki Cornering Management Function (KCMF), and KTRC (Kawasaki Traction Control). You also get four riding modes — Sport, Road, Rain, and a fully configurable Rider mode. Lasly, dual 310mm petal discs with radial-mount 4-piston monobloc calipers handle front stopping power, with an upgraded 260mm rear disc — 10mm larger than the previous generation — on the other end.

Related

The Yamaha Built For Riders Who Want It All

This is a bike blending sport, comfort, and chaos into one ride that can commute, tour, and carve corners without breaking a sweat.

Luxuries Like Quick-Release Saddlebags Are Included

2025 Kawasaki Versys 1100 SE LTKawasaki

The “LT” designation on the Versys 1100 SE LT isn’t decorative. It stands for Light Touring, and Kawasaki backs it up by including a pair of KQR (Kawasaki Quick Release) 28-liter hard saddlebags as standard equipment. The cases use a tool-free quick-release mounting system and a one-key setup, meaning the same ignition key locks, unlocks, and releases the bags. Each case is color-matched to the body and large enough to fit a full-face helmet.

The mounting system positions them close to the bike’s centerline for a clean, integrated appearance, and the Versys can also accommodate an accessory top case simultaneously if more storage is needed. Compared to comparably priced European competitors, equivalent luggage systems typically add somewhere between $800 and $1,500 to the out-the-door cost.

Ergonomics And All-Day Comfort

Rider and passenger on an accessorized 2025 Kawasaki Versys 1100 SE LTKawasaki

The Versys 1100 SE LT is built for two. The passenger seat is one of the largest in the sport-touring segment, with a combined payload capacity of 485 pounds. Standard heated grips and hand guards are included, the windscreen is fully adjustable without tools, and Kawasaki’s ERGO-FIT system allows handlebar position and footpeg placement to be customized for different rider sizes.

There are honest trade-offs worth acknowledging, though. At 571 pounds curb weight — before the 20-pound saddlebags go on — the Versys demands some respect in parking lots and tight low-speed maneuvers. What that mass gives you in return is rock-solid stability at highway speeds and a planted character in fast corners. The 59.8-inch wheelbase and wide aluminum twin-tube frame keep it composed even when the road gets rough, the crosswind picks up, or a two-up load shifts the weight rearward.

Source: Kawasaki

• A new report alleges that Honda will launch a new Element.  
• Honda will reportedly begin producing the SUV in Ohio starting in 2029.  
• The first-generation Honda Element was in production from 2003 to 2011 and features several quirky features.  

The success of the refreshed Passport apparently has Honda thinking that boxy SUVs are back in style. A new report alleges that the Japanese automaker will resurrect a niche model that lasted just one generation—the Honda Element.  

“People with knowledge of the plan” have told Automotive News that Honda will begin second-generation Element production in 2029, specifically in the second quarter. That means the new SUV will likely go on sale as a 2030 model.  

The report says that Honda plans to produce the new Element in Ohio, which will serve as the global production hub for the model. It will allegedly slot between the HR-V and CR-V in the lineup. The automaker expects to produce nearly 100,000 SUVs.  

Honda built the first-gen Element from 2003 to 2011. It wasn’t the commercial success the automaker had hoped for, but it has become a cult classic for its innovative features and design and has garnered a rabid following.  

The Element stood out with its pillarless design and rear-hinged suicide doors. This made the SUV incredibly useful, along with the rubberized floors, split tailgate, and reclining seats that could fold completely flat to create a sleeping area.

Motor1’s Take: The Honda Element feels ahead of its time, packed with features many customers today would pay good money to have. We hope that Honda does resurrect the quirky SUV, it retains many of these same features and design choices. That will make it truly stand out from other boxy compact crossovers. 

We want your opinion!

What would you like to see on Motor1.com?

Take our 3 minute survey.

– The Motor1.com Team

GMC is preparing a next-generation Sierra that looks like it belongs in the electric era without actually becoming one. Teasers and reporting published this week confirm the 2027 Sierra will carry design cues drawn directly from the brand’s EV lineup—think the squared-off, light-bar-forward face of the Sierra EV and Hummer EV—while retaining a V8 powertrain for buyers who have no interest in plugging in. It’s a deliberate hedge, and a smart one.

The strategy matters because it gives GMC something most truck brands aren’t currently offering: a combustion truck that doesn’t look like it’s stuck in 2019. Rather than forcing buyers to choose between the aesthetics of the future and the engine they trust, GMC is threading both into a single package. Whether that balance holds up in execution is the real question.

EV Styling Cues, Confirmed—And What They Actually Mean

2025 GMC Sierra EV Denali front 3/4TopSpeed | Garret Donahue

GMC teased the 2027 Sierra ahead of its full reveal, and the visual direction is clear. The next-gen truck borrows the wide, illuminated grille treatment and horizontal light-bar signature that define the Sierra EV—a design language that reads as modern and electric even when there’s no battery pack underneath. Proportionally, the truck is expected to carry a cleaner, more upright front fascia compared to the current T1-platform Sierra, with less of the traditional chrome-heavy grille stack that has defined combustion-era GMC trucks for the past decade.

Those choices aren’t accidental. The Sierra EV’s design was developed to signal a break from convention, and GMC is now applying that visual vocabulary to its volume combustion model. The result is a truck that reads as forward-thinking on a dealer lot without requiring a charging cable to back it up. For buyers who want the look of progress without the range-anxiety math, that’s a meaningful distinction.

The V8 Stays—And It’s Getting An Upgrade

2026 GMC Sierra 1500 AT4X front close-up off-roadGMC

The powertrain story is where GMC’s strategy gets most interesting. The 2027 Sierra is confirmed to launch with an all-new small-block V8, moving away from the current 5.3-liter L84 and 6.2-liter L87 engines that have anchored the lineup. Carscoops reporting indicates the next-gen Sierra’s engine lineup will be built around two new small-block V8s—a significant investment in combustion architecture at a moment when several competitors are scaling back ICE development in favor of hybrid or EV-only roadmaps.

Specific displacement and output figures for the new engines haven’t been officially confirmed ahead of the full reveal, but the commitment to a new-generation small-block signals GMC isn’t treating the V8 as a legacy carryover. This is a ground-up powertrain program, not a stopgap.

Related

The 30 MPG Diesel Truck That The Rest Of The World Gets That America Doesn’t

Why this diesel-powered Nissan remains a global favourite, offering 30 MPG efficiency and capability that America misses out on.

How This Differs From What Competitors Are Doing

2026 GMC Sierra 1500 AT4X dashGMC

The broader truck segment is in an awkward middle period. Ford has pushed hard on the F-150 Lightning while keeping the combustion F-150 largely on its existing platform. Ram has leaned into hybrid architecture with the 1500 Ramcharger extended-range EV, which uses a V6 generator rather than a traditional V8. Neither approach gives combustion-loyal buyers a truck that looks genuinely new.

GMC’s play is different: invest in both the aesthetics and the engine simultaneously. The Sierra EV already exists as a separate product for buyers who want full electrification. The next-gen combustion Sierra doesn’t need to be the EV — it just needs to look like it belongs in the same family. That separation of roles lets GMC speak to two audiences without compromising either message.

What Truck Buyers Should Watch For

2026 GMC Sierra EV AT4 And Elevation GMC

The 2027 Sierra is expected to reach dealerships in the near term, with a full reveal likely before the end of 2026. The key details still outstanding are the output figures for the new small-block V8s, final trim and configuration details, and whether any electrified variant—a hybrid or PHEV—slots into the lineup alongside the combustion models.

For buyers currently on a T1-platform Sierra or considering a move from a competitor, the next-gen truck represents the most significant visual and mechanical refresh the nameplate has seen in years. GMC is betting that looking electric and being electric don’t have to mean the same thing—and for a large portion of the truck market, that bet is probably right.

Sources: Autoblog, Carscoops

Peak power across the board matches the outgoing car, though some versions claim a boost in torque. The entry Q4 e-tron produces 201bhp and 258lb ft for 0-62mph in 8.1 seconds. Next up is the predicted volume seller, the Q4 e-tron Performance, with 281bhp, 402lb ft and a 6.6sec claim. Both are rear-wheel drive. Topping the range is the 335bhp Q4 e-tron quattro Performance, its dual motors producing 99lb ft front, 402lb ft rear – a heavy rear bias – with 0-62mph taking a spritely 5.4sec.

Sure enough, it feels notably the most muscular variant, propelling you along with sustained, linear acceleration. And precious little drama. It’s hard not to feel enamoured by the lighter, simpler base car, however; it’s 200kg shy of the top-spec quattro and the only Q4 to nip under the two-tonne mark. It doesn’t desperately lag behind the middlemost Performance model for real-world performance, even if buyers may prefer the latter for its bigger battery and much chunkier range figure (352 miles versus 269 in SUV form).

There’s no augmented sound to accompany progress and the whole process is exceedingly unruffled in all versions, high-speed refinement being particularly impressive. Some welcome involvement comes from its steering wheel-mounted paddleshifters, which can flick between three levels of brake regen, though the Q4 defaults to an adaptive Auto mode. Keen drivers will bemoan its prescriptive nature – and the fiddly procedure to deactivate it even more so.

• The IIHS crash-tested a 1996 Chevrolet Blazer against its modern equivalent to mark 30 years since the agency began evaluating vehicle safety.
• The newer Blazer’s driver likely would have received only minor injuries, while the 1996 Blazer’s could have been seriously hurt or killed.
• The 40-mph moderate-overlap crash test highlights how far vehicle safety has come in 30 years.

Vehicle safety has come a long way in the past 30 years. Drivers benefit from the widespread adoption of airbags, traction and stability control, and stronger body structures, while active safety advances like automatic emergency braking and driver monitoring aim to prevent crashes from occurring in the first place. 

As a result, the per-capita US road fatality rate has fallen in over 20 out of the last 30 years according to NHTSA data, despite an alarming rise in pedestrian deaths since 2010, potentially linked to the increased prevalence of larger trucks and SUVs.

The Insurance Institute for Highway Safety (IIHS) has been conducting independent collision tests since 1995. To mark 30 years of its crash testing program, the IIHS recently ran a 2026 Chevrolet Blazer into a 1996 model.

The test conducted was a moderate-overlap front crash test, where two vehicles traveling just under 40 miles per hour hit each other head-on with a 40% frontal overlap. The results are predictable, but watching the crash unfold is chilling.

From the moment the two vehicles collide, the 1996 Blazer’s cabin begins to deform. The old Blazer’s roof and driver’s door crumple like a tin can in the impact, leaving minimal space for the driver’s body. Seen from inside the car, the steering column and dashboard surge toward the driver, slamming them back into the seat in a harsh secondary impact. According to the IIHS, this person would’ve suffered “serious, potentially fatal injuries.”

It’s a different story in the 2026 Blazer. The car’s crumple zone performs as it should, absorbing the impact and channeling it around the passenger compartment rather than through it. The driver’s door looks like it could be opened without too much difficulty, and cabin intrusion is minimal. According to the IIHS, this driver “would likely have walked away with bumps and bruises.”

The IIHS has done this sort of thing before, running a 1959 Chevy Bel Air into a 2009 Malibu to mark the organization’s 50th birthday. But it’s somehow more shocking to see a relatively modern SUV with air bags perform so poorly. The average car on American roads is nearly 13 years old, with plenty still kicking at double that, so this is a fairly realistic scenario that could play out on the road.

The IIHS estimates that vehicle safety advances driven by its testing have saved nearly 50,000 lives since 1995. “These results highlight the role of IIHS ratings in driving many of the key vehicle safety improvements of the past 30 years,” IIHS chief operating officer Joe Nolan said. “The difference between the two vehicles could not be clearer.”

Motor1’s Take: This demonstration shows just how far vehicle safety has come in 30 years. You’re much safer behind the wheel of a modern Chevy Blazer than a 1996 model, despite what anyone says about older cars being “built like tanks.”

We want your opinion!

What would you like to see on Motor1.com?

Take our 3 minute survey.

– The Motor1.com Team

The adventure motorcycle keeps getting heavier, smarter, and more expensive with every new model year. A current flagship leaves the showroom featuring the latest radar-equipped tech, a color TFT nearing the size of a tablet, semi-active suspension, and a wiring loom with more sensors than some economy cars. And all of it dazzles while flipping through the brochure. However, the question that nobody seems to be asking, and especially not being answered by the sales-rep behind the desk, is what becomes of that hardware a decade into the ownership, past the warranty, on a cold morning far from home, when one corroded sensor drops the whole bike and your trip into limp mode.

Why Adventure Bike Electronics Becomes A Liability

BMW K 1600 GT-based police bike featureBMW Netherlands

The question of why a lot of experienced long-haul riders have started downsizing towards bikes built around real-world use is for the sake of simplicity. They have owned the big machines and lived with the repair bills. They know what the electronics cost to replace and how rarely the capability gets used. So they reach for something stubbornly plain, because the parts that aren’t there to fail can never leave you stranded in the middle of a ride.

Action shot of the KTM 1390 Super Adventure R doing off-roading in dirt.KTM/Rudi Schedl

Despite high-tech electronics having enabled a lot of newer riders into the sport and aided by a mostly invisible safety net to keep things rubber-side up, there’s an inherent issue. The problem with a six-axis IMU, lean-sensitive ABS, and electronically adjustable suspension is that every system is a part that can fail, and most fail in ways that are beyond the scope of roadside fixes.

A dead semi-active shock actuator is not a fork-seal job you sort in a lay-by. A corroded IMU plug or a glitching ride-mode controller hands you a wall of warning lights and a bike stuck in limp mode until a dealer plugs in a laptop with a diagnostic tool. The cost compounds, because these modules are rarely serviceable, mostly only replaceable, and they keep their flagship-equivalent prices long after the bike has depreciated.

Why Veteran Riders Prefer Minimal Tech

Suzuki

Strip the aids back and something returns that seasoned riders dearly miss, which is the rider doing most of the work, and that inherent sense of control being fully in one’s hands. Self-adjusting suspension, a throttle map that smoothens every input, traction control that catches every slide and slip, cornering ABS to take the risk out, mind you, does keep a newer rider safe, but they also sit between that rider and the skills that matter.

Metering the throttle hand on a wet road, gauging grip through the bars, feathering the brakes mid-corner for line corrections and control, these are abilities you build by practicing continuously, not by letting a processor run calculations and do them for you. A bike that asks more from the rider actually keeps you sharper and more involved, which, on a long solo ride far from help, is worth more than any convenience a deep set of menus on a TFT can offer.

Related

Here’s Why The V-Strom Is The Budget Adventure Bike That Just Won’t Die

Despite newer competition, this reliable and affordable motorcycle remains a top choice for riders.

The Suzuki V-Strom 650 Is The Forever Bike Veterans Trade Into

Suzuki Cycles

Building those skills requires the very simplicity referenced earlier, and the Suzuki V-Strom 650 is built around it. Its 645cc 90-degree V-twin is lifted from the 1999 SV650 roadster, refined across a quarter-century, and asked to do far less than it can. At $9,299, the base 2025 model costs less than the cumulative option packages bolted to some flagships, yet it runs the same architecture that makes this forever bike still beat far more modern machines.

It employs ABS, a piece of tech that’s mandated in some countries, and three-mode traction control to cater to various skill levels of buyers, but that is nearly the whole list. There’s no ride-by-wire, no IMU, no semi-active anything. Of course, none of this shows up in Suzuki’s sales data as a documented trade-down trend, but spend any time in V-Strom owner circles, and there’s an unmistakable pattern that riders deciding on one have usually parked something bigger in exchange.

The 645cc Suzuki V-Twin Engine Is Built To Last Forever

Suzuki Cycles

What keeps this engine alive so long is everything Suzuki chose not to chase with it. The 645cc V-twin runs a modest 11.2:1 compression ratio and a relaxed state of tune, producing 69 horsepower and 50.9 pound-feet. The 90-degree cylinder angle gives the V-twin natural primary balance, which means far fewer vibrations to affect the frame and other components. Suzuki resin coats the pistons and treats the bores with its SCEM (Suzuki Composite Electrochemical Material) process to cut friction, then feeds it all through the long-serving Suzuki Dual Throttle Valve (SDTV) injection. The result is an engine you can abuse for years without breaking it.

High-Mileage Reliability And Valve Service

Rider on a Suzuki V-Strom 650XT in front of a city skylineSuzuki

High-mileage reports have described these V-twins crossing 100,000 miles on scheduled maintenance alone, some even pushing past 160,000. One owner reached 70,000 miles on the original battery, discs, and a single valve adjustment. Another logged 100,000 kilometers on a 2007 DL650 purchased used, with the clearances still in spec after one check. A third one with a DL650 ran the bike for fifteen years without moving a shim.

The valves so rarely drift, which is the saving grace, because actually reaching them is the one fiddly affair here. Getting at the clearances means pulling the tank and working around the rear cylinder in tight quarters, a chore owners describe with little of the affection they hold for the bike. The V-Strom just makes you do it so seldom that the inconvenience isn’t a consideration at all.

Related

The Motorcycle That Makes One-Bike Ownership Feel Easy

This adventure machine commutes, tours, and explores with such ease that owning just one feels enough.

Average Running Costs And Used Prices Of A V-Strom 650XT

Suzuki V-Strom 650 Cornering on a coastal roadSuzuki Cycles

The running costs are another vital consideration for this bombproof engine. A new 2025 V-Strom 650 lists at $9,299, but the used market is where the value turns lopsided, with clean examples sitting around $6,650 and tidier high-mile bikes dipping toward $3,000, a mere fraction of what a flagship adventure tourer commands as new. That alone buys years of fuel and tires for miles of riding.

The 645cc V-twin returns roughly 56 mpg, and paired with the 5.3-gallon tank, it covers close to 296 miles between fill-ups. Stack the maintenance picture on top, valves that almost never need adjusting, no complex electronics, and the cheap purchase price makes for tremendous value. The real saving is everything that does not break in the decade that follows, which is exactly the kind of math experienced riders run when they stop paying for a badge and start buying a motorcycle that offers great value.

There Are Some Compromises Worth Noting, Though

Dawid Cedler Via Flickr

The V-Strom 650 might be simple in its overall engineering and technology, which also means that it gives up a few things to stay this simple. There is no cruise control for the long interstate slog, no electronic suspension to firm up for a loaded pillion or luggage, no quickshifter, and no ride-by-wire to smoothen the on-off throttle transitions. The modest 69 horsepower that helps the engine last also runs short when two-up and loaded on a mountain pass.

This is where competition like a BMW F 900 GS or a Honda Africa Twin would still be pulling effortlessly. These bikes also out-handle the V-Strom 650 off-road, with longer travel suspension and sharper electronics suites. The difference is that every one of those advantages costs money up front, more money to insure, more money to service, and there is, of course, the possibility of added costs years down the line for failed sensors and any of the clever hardware needing replacement. And that’s exactly where the V-Strom rider is happier with the V-Strom’s compromises, adding a sense of purity and a lot of leftover cash in the pocket.

Sources: Suzuki Cycles, Cycle Trader

• Saleen Automotive is seeking new investors.  
• It is offering perks for pledges as low as $1,000.  
• Investing in the company will get you common stock.  

Saleen Automotive needs your help. The American aftermarket specialist and car builder is seeking new investors, and you can pledge your hard-earned dollars to purchase some equity in the business.  

What you get beyond the common stock depends on how much you pledge, with six tiers of perks available. If you invest $1,000, you will also get a Saleen signature hat and a digital investor certificate signed by Steve Saleen.  

Other perks include early access to Saleen vehicle announcements ($1,500), an invite to a live virtual investor event featuring Steve Saleen ($5,000), and a tour of the Saleen factory ($10,000). Investors can also receive an invitation to meet Steve Saleen ($25,000) and get up to 5 percent off a Saleen vehicle ($50,000).  

The last tier also includes a private 1-on-1 with Steve at a track.  

Saleen says the “luxury-performance car market” will reach $1 trillion by the end of the decade and that the company is “strategically positioned to capture a significant share.” Any return on the investment would result from an acquisition, IPO, or other liquidity event.  

So far, the company has raised $1,000 through the portal.  

What Saleen Offers Right Now

Right now, Saleen offers modified versions of the Ford Mustang GT and Ford F-150. The Mustang is available with an 850-horsepower supercharged 5.0-liter V8. It’s called the Saleen 301.  

The Saleen SportTruck also has a supercharged 5.0-liter V8, but output is restricted to 775 hp in the top tune. The truck also receives upgrades to its suspension, braking system, and aerodynamics.  

Saleen is also readying the S1 and S11 supercars. Saleen first announced the S11 in October 2025, promising to officially reveal the car within 12 months. That deadline is approaching.  

Motor1’s Take: The company behind S7 and the S5S Raptor has been struggling for several years. The company has faced financial instability and challenges in China, yet it continues to operate. We doubt a new round of investment will truly transform its operations.  

Source:

Saleen Automotive

We want your opinion!

What would you like to see on Motor1.com?

Take our 3 minute survey.

– The Motor1.com Team

It is easy to forget sometimes that Chevrolet used to make more than the Corvette, trucks, and SUVs. Back in the day, their muscle cars, sports coupes, and sedans were some of the best around and took the fight straight to the likes of Ford, Dodge, Pontiac, and Plymouth.

Of the most venerated yet sometimes most overlooked is the Chevrolet Monte Carlo. From 1970 to 2007, with a six-year model gap between ’89 and ’95, it appealed to speed freaks, NASCAR fans drawn to one of the most successful NASCAR models ever built, big-engine fanatics, and buyers looking for something a little different from a Mustang. These are all six generations of the Monte Carlo, ranked from the most overlooked to the most iconic.

Sixth-Generation Chevrolet Monte Carlo (2000–2007)

The V8-Powered Comeback Nobody Saw Coming

Front 3/4 shot of 2005 Chevrolet Monte Carlo SS Tony Stewart Signature Series parkedBring A Trailer

As the final generation of the Chevrolet Monte Carlo, the 2000–2007 model arrived with a choice of three engines: a 3.8-liter L36 V6 good for 211 horsepower and 214 pound-feet, a supercharged 3.8-liter L67 V6 that produced 237 horsepower, and a V8 under the hood of the SS (Super Sport) models (2006 and 2007). This beast has the following specs.

Spec

2006–2007 Chevrolet Monte Carlo SS

Engine

5.3-Liter V8

Transmission

Four-Speed Automatic

Horsepower

303 hp

Torque

323 lb-ft

Top speeds of the sixth-gen Monte Carlo have been clocked at around 115 mph with the stock limiter on, but some have claimed to have pushed 130 mph without it. 0–60 mph times for the 2007 Monte Carlo SS have been clocked at around 6 seconds. You get a front-wheel-drive layout, a heavy-duty four-speed box, a comfortable cabin, and today, low prices.

Close-up shot of 2005 Chevrolet Monte Carlo SS Tony Stewart Signature Series engine bayBring A Trailer

The 2007 Monte Carlo saw the end of a nearly-four-decade continuous production run, and while the nameplate is missed by some today, we can see why Chevy pulled it. In 2009, they brought back the Chevrolet Camaro, and with the healthy horsepower and speed of a naturally aspirated V8 under the hood of the SS’s final model year, Chevy thought the Monte Carlo might have taken some sales away from the newly reintroduced Camaro.

Today, prices for the sixth generation are in keeping with the overlooked nature of it. According to Classic.com, the average auction price of a sixth-gen Monte Carlo is $13,198, with the highest price paid for one in recent years being $40,000, and the lowest being $1,399.

Related

10 Legends That Prove 1970 Was GM’s Muscle Car Magnum Opus

1970 saw a convergence of style and performance, creating an epic year for GM muscle cars.

Third-Generation Chevrolet Monte Carlo (1978–1980)

When Downsizing Took The Edge Off A Legend

Front 3/4 shot of 1978 Chevrolet Monte Carlo Landau parkedBring A Trailer

It has the classy looks of vintage American cars; the interior features plush carpet, thickly padded seats, and oodles of space, and it is bound to turn heads. Unfortunately, the downsizing of the third-gen Monte Carlo in response to the 1973 Oil Embargo and CAFE requirements shaved off some of the boldness of the previous generation.

By today’s standards, the short-run that was the third generation is still not a small two-door coupe, measuring in at 200.4 inches by 71.8 inches, but that is still some 15 inches shorter than the last MY of the second-generation models. However, affordable luxury was still the name of the game for the third-gen.

Shot of 1978 Chevrolet Monte Carlo Landau engine bayBring A Trailer

The long hood houses a plethora of engines, with the lowest output coming from a 100-horsepower 3.3-liter V6 in 1978 and the highest output coming from an optional 3.8-liter Buick turbocharged V6 good for 170 horsepower in 1979. The tight dimensions still look good today, and the interior was designed for comfort, thanks to woodgrain-style dash trim, thick carpeting, good sound deadening, and nicely bolstered seats.

Also originally available was the Landau Package. This was the poshest option, and got you pinstriping, vinyl roof covering, premium wheel covers, and sportier-looking touches around the build. The third-gen is an overlooked generation because it follows the muscle car and luxury generations that made the Monte Carlo such a celebrated car, and precedes another well-regarded generation. Today, you can get a 1978–1980 Monte Carlo for between $6,500 and just under $26,000.

Related

How GM’s Most Reliable V8 Became A Performance Legend

The small block Chevy V-8 has become a staple of the American motoring industry since its inception.

Second-Generation Chevrolet Monte Carlo (1973–1977)

Peak Personal Luxury During The Malaise Era

Front 3/4 shot of 1974 Chevrolet Monte Carlo Landau 400 parkedBring A Trailer

The second-generation Chevrolet Monte Carlo arrived at exactly the wrong time if you prioritized horsepower, but exactly at the right time if you wanted one of the most stylish luxury coupes of the 1970s. Introduced in ’73, it landed just as emissions regulations tightened, insurance rates for performance cars soared, and the oil crisis changed what was wanted from cars.

However, instead of fighting these trends, Chevy rolled with them. Early models could still be bought with a 7.4-liter big-block V8 good for 245 horsepower and 375 pound-feet of torque, which was powerful enough to push the nearly two-ton car to 60 mph in around 7.5 seconds. However, as the years rolled on, the power outputs dropped. The second-gen is available on the used market with the following engine options.

Spec

1973–1975 Monte Carlo

1974–1976 Monte Carlo

1973–1977 Monte Carlo

1976–1977 Monte Carlo

Engine

7.4-Liter V8

6.6-Liter V8

5.7-Liter V8

5.0-Liter V8

Transmission

Three-Speed Automatic or Three-Speed Manual

Three-Speed Automatic or Three-Speed Manual

Three-Speed Automatic or Three-Speed Manual

Three-Speed Automatic or Three-Speed Manual

Horsepower

245 hp

180 hp

175 hp

145 hp

Torque

390 lb-ft

305 lb-ft

270 lb-ft

245 lb-ft

Shot of 1974 Chevrolet Monte Carlo Landau 400 engine bayBring A Trailer

Paradoxically, the loss of performance prowess compared to earlier models helped make the second-gen Monte Carlo one of the most revered coupes of the time. While there wasn’t much that could be done about emissions rules and horsepower strangulation, the interiors could be made more luxurious and comfortable.

The luxury features of this Malaise Era Monte Carlo are arguably more important than the engine options. You could originally get rotating bucket seats that make it easier to get in and out, custom upholstery, air conditioning, cruise control, power door locks, remote-control mirrors, and illuminated entry lighting. Chevrolet sold over 230,000 of these “underpowered” Monte Carlos in 1973 alone, and today, they can be picked up for a relatively low average auction price of $18,052.

Fifth-Generation Chevrolet Monte Carlo (1995–1999)

The Reboot That Split Enthusiast Opinion

Front 3/4 shot of 1995 Chevrolet Monte Carlo Z34 parkedBring A Trailer

After a six-year hiatus, the Monte Carlo returned for the 1995 model year as a completely different car. The rear-wheel-drive personal luxury formula that had defined the nameplate since 1970 was replaced by a front-wheel-drive platform shared with GM’s midsize sedans. For many who love the Monte Carlo, this was a betrayal of its roots. For Chevy, though, it was where the market was heading at the time.

The fifth-generation Monte Carlo traded its traditional American coupe proportions for a more aerodynamic shape inspired by NASCAR. The rounded nose, sweeping roofline, and integrated bodywork were a huge change from the previous generation. Engine options were streamlined, and this generation was even marketed through Chevy’s NASCAR connections, hoping to create some buzz for it.

Shot of 1995 Chevrolet Monte Carlo Z34 engine bayBring A Trailer

There are three engine options available, depending on trim and model year. They are as follows.

Spec

1995–1999 Monte Carlo LS

1995–1997 Monte Carlo Z34

1998–1999 Monte Carlo Z34

Engine

3.1-Liter 3100 V6

3.4-Liter LQ1 V6

3.8-Liter 3800 Series II V6

Transmission

Four-Speed Automatic

Four-Speed Automatic

Four-Speed Automatic

Horsepower

160 hp

215 hp

200 hp

Torque

185 lb-ft

215 lb-ft

225 lb-ft

Though the fifth-gen Monte Carlo lacked V8 power, it compensated with refinement, including a quieter cabin, better ride quality, and improved safety features. You also get more in the way of “modern features,” such as anti-lock brakes, dual airbags, traction control, and climate control. It was the generation that brought the Monte Carlo into the modern era.

The fifth-gen was also an exceptionally successful NASCAR model. In the 1995 season, it won the NASCAR Manufacturers’ Championship and Drivers’ Championship, and it won the Manufacturers’ Championship in the 1998 season. Classic.com says that a fifth-gen Monte Carlo has an average auction price of $15,228, with a top recent sale of $23,100.

Related

1992 Chevrolet Camaro: A Look Back At The End Of A Generation

Unleashing power and style, the 1992 Camaro is a true ’90s icon. With bold looks and the legendary Z28 trim, it roars into muscle car history.

Fourth-Generation Chevrolet Monte Carlo (1981–1988)

The G-Body Hero That Became An ’80s Performance Icon

Front 3/4 shot of 1985 Chevrolet Monte Carlo SS parkedBring A Trailer

Some 1980s cars are just cool; the fourth-gen Monte Carlo is one of them. However, it is not cool for reasons like the Testarossa or the Countach are. This is one of the less overlooked Monte Carlo models, and Classic.com reports that the current auction price ranges from $5,250 to $49,500. So, at the high end, a fair amount more than the other generations we have looked at.

Built on GM’s rear-wheel-drive G-body platform, it has both luxury styling and surprising motorsport DNA woven in. It is effectively NASCAR-born, street-legal muscle, despite the still-underpowered engine options. The effects of the malaise era were still lingering, but as the generation progressed, engine outputs got more powerful, with the following engine options.

Spec

1981–1984 Monte Carlo Base

1981–1988 Monte Carlo Base

1981–1988 Monte Carlo CL

1983–1988 Monte Carlo SS

Engine

3.8-Liter V6

4.4-Liter V8

5.0-Liter V8

5.0-Liter HO V8

Transmission

Three-Speed Automatic

Three-Speed Automatic

Three-Speed Automatic or Four-Speed Automatic

Four-Speed Automatic

Horsepower

115 hp

125 hp

165 hp

180 hp

Torque

190 lb-ft

210 lb-ft

240 lb-ft

245 lb-ft

Close-up shot of 1985 Chevrolet Monte Carlo SS engine bayBring A Trailer

The model that transformed the fourth-gen Monte Carlo into an icon was the Monte Carlo SS. After a break in the SS badge following 1971, when it was reintroduced in 1983, it became the definitive performance variant of the Monte Carlo lineup. Not only does it look the part with an aerodynamic front fascia, rear spoiler, blacked-out trim, and bold graphics, but it also features a number of athletic enhancements.

You get unequal-length control arms with coil springs up front, and four-link rear suspension with coil springs. Chevy also fitted revised shocks, thicker anti-roll bars, and quicker steering than the other models. While recent sales of the fourth-gen have only topped out at just shy of $50,000, there are currently some exceptionally expensive, highly original SS models up for sale for over $100,000. The rare Aerocoupe NASCAR homologation model seldom comes up for sale, but when it does, sales are also for over $40,000.

Related

This Classic Muscle Car Could Outrun Modern Performance Cars

The 1970 Chevelle SS 454 set a muscle car performance standard the lasted almost four decades and still impresses.

First-Generation Chevrolet Monte Carlo (1970–1972)

The Big-Block Muscle Car That Made History

Front 3/4 shot of 1970 Chevrolet Monte Carlo parkedBring A Trailer

If you are a fan of the best American muscle cars from the golden age and old-school V8 brute force, the first-generation Chevrolet Monte Carlo is likely one you haven’t overlooked. It may be overlooked compared to other iconic muscle cars of the era, but as Monte Carlo models go, it is the cream of the crop. Introduced as the 1970 Chevrolet Monte Carlo, this was Chevrolet’s answer to the growing demand for luxury models with a touch of sportiness.

Beneath the elegant sheet metal, the first-gen Monte Carlo is closely related to the almighty Chevelle, sharing GM’s A-body platform, suspension architecture, and much of its engine options. This means that buyers could originally get much of the same performance prowess while also enjoying a more refined package.​​​​​​​

Close-up shot of 1970 Chevrolet Monte Carlo engine bayBring A Trailer

There are a number of engine options for the 1970–1972 Monte Carlo. All of them benefit from being relatively unrestricted compared to the later generations; they have the following specifications.​​​​​​​

Spec

1970–1972 Monte Carlo

1970–1972 Monte Carlo

1970–1971 Monte Carlo

1970 Monte Carlo

Engine

5.7-Liter V8

6.6-Liter V8

6.6-Liter V8

7.4-Liter V8

Transmission

Three-Speed Manual or Four-Speed Automatic

Four-Speed Automatic

Three-Speed Manual or Four-Speed Automatic

Three-Speed Automatic

Horsepower

250 hp – 270 hp

265 hp

300 hp

360 hp

Torque

345 lb-ft – 360 lb-ft

400 lb-ft

400 lb-ft

500 lb-ft

While all the first-gen models have hefty outputs compared to the later years, the real legend here is the Monte Carlo SS 454. It is equipped with a 7.4-liter (454 cubic-inch) Turbo-Jet big-block V8 paired with a Turbo Hydra-Matic 400 transmission. Despite Chevrolet’s luxury ambition, this massive coupe (4,662 pounds) can still sprint to 60 mph in the high 6-second range, which means it can run with some of the best muscle cars of the era.

The SS 454 also features heavy-duty suspension tuning, reinforced internals, and a comfortable interior that allows this rare Chevy to serve as both a sporty performer and a comfortable highway cruiser. Only circa 3,800 Monte Carlo SS 454 models were ever produced in 1970, so while the average auction price of the whole first-generation Monte Carlo is $26,087, good-condition SS 454 models are reaching prices of over $90,000.

Sources: Classic.com, Bring A Trailer, and Chevrolet.

After a slow start to the year, Europe’s new-car market has regained momentum. In May, according to data published by ACEA (the European Automobile Manufacturers’ Association), registrations across the European Union, EFTA countries (Iceland, Norway, and Switzerland), and the United Kingdom totaled 1,152,523 vehicles, a 3.6 percent increase versus the same month in 2025.

Growth was 3.2 percent in the European Union, 1.4 percent in the EFTA countries, and 3.6 percent in the UK. Among the major continental markets, Italy once again stood out with the strongest result, posting a 7.6 percent increase in registrations. France and Germany also finished in positive territory at +3.7 percent and +0.1 percent, respectively, while Spain was the only large market to end the month slightly down, with a 0.8 percent decline.

Gasoline And Diesel Continue To Lose Share

Between January and May 2026, battery-electric vehicles reached 20 percent of the European market with more than 950,000 registrations, up from 15.3 percent from a year earlier. Much of that gain came from Italy (+75.7 percent), France (+55.4 percent), and Germany (+40.9 percent).

Hybrids remain the most popular choice among buyers, however, with a 37.8 percent share and nearly 1.8 million vehicles registered. Plug-in hybrids also grew, rising to 9.7 percent of the market thanks largely to a surge in Italy (+84.9 percent).

Traditional powertrains, by contrast, continued to slide. Registrations of gasoline cars fell 18.2 percent, pushing market share down to 22.4 percent, while diesel dropped 16.6 percent to 7.6 percent. Combined, gasoline and diesel now account for 30.1 percent of new-car registrations in the EU, down from 38 percent over the same period in 2025.

The Best-Selling Powertrains In Europe In May 2026

Powertrain
New Registrations
EU Market Share

Hybrids (HEV)
1,795,071
37.8%

Gasoline
1,065,071
22.4%

Electric (BEV)
950,521
20.0%

Plug-In Hybrids (PHEV)
460,217
9.7%

Diesel
n/a
7.6%

Other powertrains
n/a
2.5%

Total electrified vehicles (BEV+HEV+PHEV)
3,205,809
67.5%

Group Rankings: Who Sold The Most In May 2026

Over the first five months of 2026, the European market continues to be led by the Volkswagen Group, which holds onto first place with 25.8 percent of registrations, followed by Stellantis (15.5 percent) and Renault (9.2 percent). Among the major groups, Stellantis (+5.3 percent), BMW (+3.3 percent), and Mercedes-Benz (+2.8 percent) posted the biggest gains, while Renault, Hyundai, and Toyota recorded slight declines.

Standing out most are Chinese automakers, which continue to expand rapidly. BYD increased registrations by 145.2 percent (+136.6 percent in the  EU + EFTA + UK area), Chery by 316 percent, and Leapmotor by 552.9 percent (+465.1 percent in the  EU + EFTA + UK area). SAIC and Geely also ended the period with gains. Tesla also performed well, up 57.2 percent versus the same period in 2025 (+107.9 percent in the  EU + EFTA + UK area).

Among brands under pressure were Ford (-16.9 percent), Nissan (-11.4 percent), and Mitsubishi (-42.9 percent). Within the major groups, notable increases came from Fiat, Skoda, and Mini, while Peugeot, Porsche, Alfa Romeo, and Dacia posted declines.

Group
May 2026 Sales
% Change

Volkswagen Group
300,299
-3.0%

Stellantis
164,958
-2.3%

Renault Group
110,124
-1.0%

Hyundai Group
86,444
-2.4%

BMW Group
82,277
+4.1%

Toyota Group
78,168
-0.6%

Mercedes-Benz
56,185
+0.6%

Geely Group
38,146
+12.6%

Ford
25,290
-28.3%

SAIC Motor
30,527
+13.9%

BYD
32,380
+136.6%

Nissan
17,730
-16.0%

Chery (Chery, Jaecoo, Jetour, Omoda)
27,412
+244.1%

Tesla
28,610
+107.9%

Suzuki
13,965
+2.2%

Mazda
12,597
+6.2%

JLR
10,086
-0.7%

Leapmotor
9,945
+465.1%

Honda
5,695
+8.3%

Mitsubishi
2,260
-44.7%

We want your opinion!

What would you like to see on Motor1.com?

Take our 3 minute survey.

– The Motor1.com Team

Range anxiety has been the defining obstacle for EV adoption, and it’s especially acute for three-row family haulers—vehicles where passengers, cargo, and highway miles all conspire against battery efficiency. So when the 2026 Hyundai Ioniq 9 cleared its EPA range estimate in real-world testing, it was the kind of result that actually moves the needle for skeptical buyers.

According to testing reported this week, the Ioniq 9 exceeded its EPA-rated range under real driving conditions—a result that’s genuinely uncommon in the EV segment, where real-world numbers typically fall short of the official figure. For families weighing whether a three-row electric SUV can handle actual road trips, not just optimistic lab cycles, this is worth paying attention to.

What The EPA Rating Is And Why Beating It Matters

A static profile shot of the Hyundai Ioniq 9 Calligraphy Black Ink.Hyundai

The EPA range figure is derived from a standardized test cycle that blends city and highway driving under controlled conditions. It’s a useful benchmark, but it’s also famously optimistic for many vehicles—real-world factors like highway speeds above 65 mph, climate control use, cargo weight, and cold temperatures routinely shave 10 to 20 percent off the sticker number.

Beating that figure, even modestly, signals that the Ioniq 9’s efficiency tuning is conservative relative to the test cycle—meaning the vehicle is calibrated to perform well under conditions heavier than what the EPA simulates. For a three-row SUV carrying seven passengers and road-trip luggage, that margin matters more than it would on a two-seat commuter EV.

The Ioniq 9’s Position In The Three-Row EV Segment

A static rear-quarter shot of the Hyundai Ioniq 9 Calligraphy Black Ink.Hyundai

The Ioniq 9 sits at the top of Hyundai’s electric lineup, slotting above the Ioniq 5 and Ioniq 6 as the brand’s first three-row EV. It competes in a segment that’s still finding its footing—large electric SUVs with genuine third-row utility are a short list, and range performance is the primary battleground.

For context, the Lucid Gravity—a direct rival in the premium three-row EV space—posted 720 kilometers (roughly 447 miles) of real-world range in a recent European efficiency test, leading that field. The Ioniq 9 operates in a different price tier, but the competitive pressure on range credibility is the same. Edmunds also recently pitted the Ioniq 9 against the Lexus TZ in a comparison test, underscoring how quickly this segment is filling in with serious alternatives.

The Skoda Peaq, just unveiled, claims up to 402 miles of range for the European market—another sign that three-row EV range expectations are rising fast. The Ioniq 9 beating its EPA number positions it well as that bar climbs.

What This Result Means For Road-Trip Planning

A detailed interior shot of the Hyundai Ioniq 9 Calligraphy Black Ink’s dashboard.Hyundai

The practical implication is straightforward: if the Ioniq 9 delivers at or above its rated range under real conditions, buyers can plan charging stops using the EPA figure without building in a pessimism buffer. That’s a meaningful shift in how an EV road trip is calculated.

Most experienced EV owners already factor in a 10 to 15 percent real-world discount when mapping routes. A vehicle that erases that discount—or reverses it—simplifies the math considerably, especially on longer legs between fast chargers. For a family SUV where the alternative is a gas-powered Pilot or Pathfinder with no range anxiety at all, closing that psychological gap is as important as the raw mileage number.

Nicole Wakelin | Top Speed

It’s also worth noting that real-world range results are sensitive to test conditions. Highway speed, ambient temperature, HVAC load, and driving style all shift the outcome. The Torque News test result is a positive data point, but buyers planning high-speed summer highway runs in hot climates should still treat the EPA figure as a ceiling to plan around, not a floor.

The 2026 Ioniq 9 beating its EPA estimate won’t end range anxiety as a category concern—that’s a headline, not a verdict. But it does suggest Hyundai has tuned the vehicle’s efficiency conservatively enough that real-world performance holds up. For three-row EV shoppers who’ve been waiting for the segment to mature, that’s a concrete reason to move the Ioniq 9 higher on the test-drive list.

Sources: Torque News, Edmunds

In Normal mode, it acts just like a smooth eight-speed PDK. Even in this relaxed setting, the simulated ratios immediately give the Taycan more personality and I could see myself using this even for mundane motorway stints.

Flick the rotary E-Shift button to the right and this puts the car into manual mode, allowing you to virtually shift gears using the paddles on the steering wheel. The gearchanges are seamless and the level of integration is of a very high standard.

Shift too late and, like a PDK 911, the rev needle will bounce off the fake limiter. Stamp on the throttle in a high gear – say, seventh – and the Taycan is sluggish and won’t give you that whipcrack performance. You have to flick it down a few gears before you can deploy all the performance. 

Switch the Taycan to Sport or Sport Plus and the gearchanges are far more pronounced, with a discernible kick through your seat as you climb up through the gears. Our GTS’s virtual gearbox didn’t feel as hardcore as Hyundai’s N e-Shift, but the more subtle vibrations and jolts from the gearbox align more with the Taycan’s pseudo-GT character.

That said, I imagine the 1093bhp Taycan Turbo GT with E-Shift would feel more extreme and involving on a track. Ultimately, the ability to control the shifts both into and out of a corner gives you a greater sense of your road speed, allowing you to better judge how you drive the car down a certain road and establish a proper rhythm. 

• Volkswagen has partnered with Costco’s Auto Program to offer a discount on certain 2026 models.  
• The discount is available for the Tiguan, Atlas, and Atlas Cross Sport.  
• Costco Members can save up to $1,250.  

If you plan on buying a new car the next time you go grocery shopping, Costco has a new deal for you. Members can get up to $1,250 off certain 2026 Volkswagen models, and the incentive is stackable with other VW offers.  

Costco Members will be able to get the discount on two of the brand’s best-selling models, the 2026 Atlas and the 2026 Tiguan, along with the 2026 Atlas Sport. Executive members get $1,250 off, while Gold Star and Business members can save $1,000. Vehicles must be delivered by September 14, 2026, for eligibility. 

The 2026 Tiguan starts at $32,280 (all pricing includes the $1,475 destination charge), which was all-new for the 2025 model year. VW added a potent Tiguan R-Line Turbo with a 268-horsepower turbocharged 2.0-liter four-cylinder engine.  

The 2026 Atlas, the last year before the 2027 update, has a starting price of $40,785. The Atlas Cross Sport is slightly cheaper, starting at $39,775.  

VW Sales Picture

Volkswagen has seen sales decline for months. The German automaker suffered a 13.0 percent drop in 2025, with every model but the electric ID.4 reporting double-digit losses.  

That slide continued into 2026. Through the first three months of the year, Volkswagen sales are down 16.1 percent. That’s despite Tiguan sales up a whopping 55.2 percent. Sales for the Atlas and Atlas Cross Sport are down 3.2 percent and 6.9 percent, respectively.  

While the incentive might boost Tiguan sales, the Atlas might be a harder sell with a new one right around the corner. If anything, it could motivate buyers looking for the best possible deal.  

36

Source: Volkswagen

Motor1’s Take: Costco is famous for offering good deals on just about everything, including cars through its Auto Program. Countless other automakers have partnered with the big box store, including Chevrolet for the Corvette. 

We want your opinion!

What would you like to see on Motor1.com?

Take our 3 minute survey.

– The Motor1.com Team

Shopping for a small SUV in America today means navigating one of the most fiercely contested segments in the entire automotive market. From the Honda HR-V and Toyota Corolla Cross to the Mazda CX-30, Hyundai Kona, and Kia Seltos, the competition is relentless, well-resourced, and backed by decades of brand loyalty. Into this crowded arena, Volkswagen introduced the Taos for the 2022 model year, a compact crossover with genuine European DNA, a punchy turbocharged engine, and a cabin that consistently surprises first-time occupants with just how much space it contains.

Base Trim Engine

1.5L I4 ICE

Base Trim Transmission

8-speed automatic

Base Trim Drivetrain

Front-Wheel Drive

Base Trim Horsepower

174 HP @5500 RPM

Base Trim Torque

184 lb.-ft. @ 1750 RPM

Base Trim Fuel Economy (city/highway/combined)

28/36/31 MPG

Make

Volkswagen

Model

Taos

Segment

Subcompact SUV

Yet despite its very real strengths, the Taos has never quite managed to grab the spotlight in the way that many of its Japanese and Korean rivals have. It does not benefit from the name recognition of the RAV4, the cult following of the CX-5, or the hybrid powertrain halo of the Corolla Cross. What it does offer, however, is a practical, refined, and genuinely satisfying small SUV experience at a price point that represents decent value, and for buyers willing to look past the badge and the noise, the Taos may well be the smartest choice in its class.

Why The Volkswagen Taos Gets Lost In One Of America’s Most Competitive Segments

2025 Honda HR-V front 3/4 shotHonda

The small SUV segment is the most popular vehicle category in the United States, and that popularity has drawn virtually every mainstream manufacturer into the space with well-developed, aggressively priced products. Honda, Toyota, Hyundai, Kia, Mazda, Subaru, and Chevrolet all field strong competitors here, and many of them carry the weight of long-established reputations for reliability, resale value, and ownership satisfaction. Volkswagen, by comparison, is a smaller player in the American SUV market. The brand’s larger offerings, the Tiguan and Atlas, have built meaningful followings, but the Taos has yet to achieve the same cultural traction as its segment rivals.

Red 2025 Toyota Corolla Cross Hybrid In A Dark Parking LotToyota

Part of the problem is visibility. The 2026 Volkswagen Taos does not shout for attention. Its styling is clean and modern without being bold, its marketing has been relatively understated, and it lacks the hybrid or electrified powertrain options that are increasingly driving media coverage and buyer curiosity in this class. The Toyota Corolla Cross Hybrid, for instance, earns headlines with its impressive 42 mpg combined rating and standard all-wheel drive, while the Taos makes its case more quietly, through substance rather than spectacle. Additionally, Volkswagen’s ownership cost reputation, whether fairly earned or not, gives some buyers pause, particularly when the Honda and Toyota options promise near-legendary reliability and strong resale values. The result is a vehicle that frequently gets skipped at the research stage, before buyers ever experience what it actually has to offer. That oversight, as it turns out, is a costly one.

Related

7 SUVs That Deliver More Than Their Price Tag Suggests

These seven SUVs deliver premium comfort, tech, and refinement that punches well above their mainstream price points.

Compact On The Outside, Surprisingly Spacious Where It Matters Most

2025 Volkswagen Taos Tag ShotChris Chin | TopSpeed

On paper, the Volkswagen Taos looks like a conventional small crossover. At 175.9 inches long, 72.5 inches wide, and 64.5 inches tall in front-wheel-drive form, it occupies a footprint that is easy to manage in urban environments, fits comfortably in standard parking spaces, and handles tight urban maneuvering without drama. Its turning circle of just 35 feet in diameter makes it an exceptionally city-friendly vehicle, smaller than a Honda HR-V in overall length yet notably more practical where it counts most.

Step inside, and the Taos reveals its trump card. Front-seat occupants enjoy 40.1 inches of legroom, while rear passengers benefit from 37.9 inches, a rear legroom figure that ranks among the best in the segment. Headroom is equally generous, with 40.7 inches up front and 39.8 inches in the rear for non-sunroof models, outperforming the Honda HR-V, which offers 39.4 inches of front headroom and 38 inches in the rear.

Carbuzz

The cargo story is even more compelling. Front-wheel-drive models offer 27.9 cubic feet of cargo space behind the rear seats, expanding to 65.9 cubic feet when the 60/40-split rear seat is folded flat. That compares favorably to the Honda HR-V’s 24.4 cubic feet behind the rear seats and 55.1 cubic feet with the seats folded. The Corolla Cross, similarly, offers only around 24.3 to 25.5 cubic feet behind its rear seats. For a vehicle this compact on the outside, the Taos’s interior volume is a genuine achievement, one that speaks to intelligent packaging and a platform that clearly shares genetic material with the larger, more expensive Tiguan. For buyers who need everyday practicality but do not want to move up to a midsize SUV, the Taos makes a compelling case that you simply do not have to.

Related

The 10 Best Compact All-Wheel-Drive Cars, According to iSeeCars

Discover the compact cars that offer the perfect blend of agility, efficiency, and all-weather traction. The results may surprise you!

A Comfortable, European-Flavored Experience Without The Premium Price Tag

2025 Volkswagen Taos InteriorChris Chin | TopSpeed

One of the most consistent observations from automotive media and long-term owners alike is that the Taos feels more expensive than its sticker price suggests. The cabin has a solidity and material quality that is distinctly European in character, tighter panel gaps, more damped switchgear, and a general sense of purposeful construction that differentiates it from rivals that can sometimes feel a touch plasticky inside, regardless of the badge on the hood.

The 2025 model year brought a freshened interior featuring a new dashboard design and a standard 8-inch touchscreen replacing the previous 6.5-inch setup on base models. Base S trims come with two-tone cloth upholstery, SE models gain Volkswagen’s CloudTex synthetic leather, and top-line SEL trims receive genuine leather in either a classic black-gray combination or a rich new dark blue color. Wireless Apple CarPlay and Android Auto connectivity are standard, and higher trim levels add features including a 10.25-inch Digital Cockpit Pro instrument display, technology that was once the exclusive preserve of luxury vehicles from brands like Audi.

2025 Volkswagen Taos InteriorChris Chin | TopSpeed

New acoustic dampening excels at reducing outside noise intrusion into the cabin, and the front seats offer a solid blend of comfort and bolstering that impresses on longer journeys. Available features across the trim range include heated and ventilated front seats, a panoramic sunroof, ambient interior lighting, dual-zone automatic climate control, and an eight-way power-adjustable driver’s seat, a list that reads more like a European premium compact than a mainstream small SUV.

The Taos also comes standard with Volkswagen’s IQ.Drive suite of driver assistance technology, which encompasses adaptive cruise control, lane-keeping assist, blind-spot monitoring, and rear cross-traffic alert across the lineup. The overall driving character reinforces the cabin’s premium leanings: the suspension is tuned with a firmness that improves body control and steering feel, giving the Taos handling dynamics that feel sharper and more engaging than most of its competitors, a tradeoff that rewards drivers who enjoy their daily commute as much as they endure it.

Related

The Four-Cylinder Sports Car That Feels Faster Than It Should

This compact sports sedan delivers a level of speed, confidence, and agility that makes it feel far quicker than its specifications suggest.

Efficient Turbocharged Power And Available All-Wheel Drive

2025 Volkswagen Taos InteriorChris Chin | TopSpeed

Under the hood of every Volkswagen Taos sits a 1.5-liter turbocharged four-cylinder engine, a unit that received meaningful updates for the 2025 model year, including revised piston rings, modified fuel injectors, an updated turbo housing, and an improved intercooler. The result is an output of 174 horsepower and 184 pound-feet of torque, up from 158 horsepower in the previous generation, mated to a standard eight-speed automatic transmission across all trim levels.

Those numbers translate into confident real-world performance. The Taos accelerates from zero to 60 mph in 7.4 seconds, meaningfully quicker than the Honda HR-V, which manages the same sprint in 9.4 seconds with its naturally aspirated 2.0-liter producing just 158 horsepower and 138 pound-feet of torque. Among segment rivals, only the Mazda CX-30 delivers notably more power. The turbocharged setup provides linear, accessible torque delivery that makes the Taos feel lively in urban traffic and composed at highway speeds, qualities that matter in everyday ownership far more than peak power figures alone.

2025 Volkswagen Taos In MotionChris Chin | TopSpeed

Fuel efficiency is another area where the Taos holds its own. The front-wheel-drive model is EPA-rated at 28 mpg city and 36 mpg highway, while the all-wheel-drive 4MOTION variant returns 25 mpg city and 33 mpg highway, figures that are above average for the non-hybrid members of this class. All-wheel drive, branded as Volkswagen’s 4MOTION system, is available across the S, SE, and SE Black trim levels and comes standard on the range-topping SEL. The 4MOTION AWD variant also gains 7.6 inches of ground clearance versus 6.5 inches for FWD models, which adds a measure of all-weather and light off-road confidence that will matter to buyers in snowbelt states or those who occasionally venture onto unpaved roads.

Why The Taos May Be The Smartest Choice For Buyers Who Don’t Need A Big SUV

2025 Volkswagen TaosChris Chin | TopSpeed

The case for the Taos ultimately comes down to honest value: what you get for your money relative to what you give up. Pricing starts at $26,920 for the base S model, with Kelley Blue Book Fair Purchase Pricing showing most buyers transacting between $24,800 and $33,400 across the range. That positions the Taos competitively against the Honda HR-V, which starts slightly higher, while offering more cargo volume, more power, and a more upscale interior feel. Against the Toyota Corolla Cross, the Taos brings substantially more rear legroom, more cargo capacity, and quicker acceleration at a comparable price point, though buyers prioritizing long-term resale value and Toyota’s reliability reputation will need to weigh those factors carefully.

Warranty coverage is a consideration worth noting. Volkswagen covers new Taos models with a four-year/50,000-mile bumper-to-bumper warranty and includes two years or 20,000 miles of complimentary scheduled maintenance, a package that is more generous on the basic warranty than the three-year/36,000-mile coverage offered by Honda and Toyota, though the mainstream Japanese brands counter with stronger five-year powertrain protection.

2025 Volkswagen TaosChris Chin | TopSpeed

For commuters who navigate urban environments daily, the Taos’s compact exterior dimensions and tight turning circle make parking and maneuvering genuinely stress-free. For small families, the class-competitive rear legroom and best-in-segment cargo volume mean that the vehicle works as hard as daily life demands. For first-time SUV buyers stepping up from a sedan, the Taos delivers a confident, comfortable, and premium-feeling cabin without the sticker shock of moving to a midsize. And for those downsizing from a larger SUV, it offers enough space and refinement to make that transition feel like a sensible upgrade rather than a compromise.

Sources: Volkswagen U.S.

• The Slate Truck will have a starting price of $24,950, while the Slate SUV will start at $29,950.  
• The EV offers more range than initially announced, with up to 205 miles available from a 65.0-kilowatt-hour battery.  
• Slate also increased the EV’s payload and towing capacity to 1,500 pounds and 2,000 pounds, respectively.  

A lot has changed since Slate announced its first models in April 2025. For one, the promised starting price of around $20,000, after federal tax incentives, is no longer possible. The EV will now start at $24,950 for the Truck and $29,950 for the SUV, but Slate also made a few changes to the model since its introduction.  

The EV will have a larger 65.0-kilowatt-hour lithium-iron-phosphate battery that offers up to 205 miles of range in the pickup, a jump from 150 miles with a 52.7-kWh pack. Horsepower from the single electric motor is down from 201 to 181, but torque remains unchanged at 195 pound-feet.  

Slate claims the truck needs 8.0 seconds to hit 60 miles per hour and has an estimated top speed of 90 mph. The truck weighs 4,048 pounds, while the SUV is 4,335 lbs.  

Another change is the increased payload and towing capacities for the Truck, up to 1,550 lbs and 2,000 lbs, respectively. Those numbers fall to 1,263 lbs and 1,824 lbs for the SUV.  

Photo by: Slate

What Slate Offers

Slate says the Truck and SUV are “Built for the millions of hardworking people looking for a vehicle that will adapt to their changing needs without breaking the bank.” It has half the parts of a typical pickup, no touchscreen, and physical controls while accommodating customization and repairability.  

The automaker will allow Truck buyers to upgrade their vehicles to an SUV after purchase, available in Squareback and Fastback designs. It’s available with over 175 accessories.  

Customers will be able to buy stereos, roof racks, seat covers, and more, alongside over 100 wraps at launch, as Slate builds every vehicle in gray. Slate says full vehicle warps will cost under $500.  

Each Truck and SUV will come with a 10-year, 110,000-mile battery and powertrain warranty, too. The company said it expects deliveries to begin in the fourth quarter of this year.  

22

Source: Slate

Motor1’s Take: Slate might have been unable to offer buyers a truly cheap electric truck, but it does offer more than price if the company can deliver on its promises. The desire to work on and repair your own vehicle is growing, but is it enough to sustain an entirely new automaker?  

Is the $25,000 Slate Truck and $30,000 Slate SUV still worth the price?  

Only time will tell.  

Slate

• Make: Slate
• Model:
• URL:

  Slate

22

We want your opinion!

What would you like to see on Motor1.com?

Take our 3 minute survey.

– The Motor1.com Team

There are motorcycles that impress you in a showroom, and then there are ones that stay in your head long after the ride is over. In the cruiser world, that difference matters more as these motorcycles have always been about more than just numbers. They are bought as much for emotion as they are for engineering. Riders want a machine that delivers a sense of occasion every time it fires up the crank and rolls away in style. This is especially true when the conversation turns to Harley-Davidson.

For decades, Harley-Davidson has built its reputation for making every ride feel memorable. The American manufacturer knows that its motorcycles are not just modes of transportation; they represent a lifestyle, a community, and a sense of individuality. In fact, Harley riders tend to recommend certain models with confidence because they represent the brand in its purest form. Among its extensive lineup, one particular model stands out that captures the true essence of everything Harley-Davidson represents.

Why Harley Riders Value Character Over Performance

Harley-Davidson Low Rider ST cruising over a bridgeHarley-Davidson

Cruisers have a unique space in the motorcycling world. Unlike sports bikes that focus on lap times or adventure bikes, which are designed around exploration, cruisers are built around the experience of pure riding itself. The best cruisers create an emotional connection with the rider through their sound, feel, and road presence. For Harley riders especially, character has always been more important than chasing performance statistics. That helps explain why Harley-Davidson has remained such a powerful name in the segment. It is about a visceral connection where the machine feels completely alive.

A Great Cruiser Should Feel Special Every Time You Ride It

BMW Motorrad

The best cruisers are the ones that make even ordinary moments feel special. That emotional connection is what separates a merely competent motorcycle from the one riders recommend without hesitation because of long-term affection. A great cruiser also needs to balance style with usability. It should be comfortable enough to encourage long rides, substantial enough to feel premium, and charismatic enough that the owner never feels the urge to stop riding it. When a motorcycle delivers that mix consistently, it becomes part of a rider’s identity, and this Harley does exactly that.

The Fat Boy Represents The Classic Harley-Davidson Formula

MSRP: $22,599

Static shot of 2026 Harley-Davidson Fat BoyHarley-Davidson

Among Harley-Davidson’s legendary motorcycles, few have achieved the level of recognition and admiration as the Fat Boy. If there is one modern Harley that instantly communicates the classic big-twin cruiser formula, this is it. First introduced in 1990, the Fat Boy quickly became one of the most recognizable cruisers in the world, thanks to its muscular stance, distinctive styling, and unmistakable classic Harley-Davidson identity.

Harley-Davidson

Over the years, the Milwaukee-based American manufacturer has evolved this cruiser bike with modern engineering while preserving the characteristics that made it iconic. With a base price of $22,599, the 2026 Harley-Davidson Fat Boy represents the classic Harley elements, including a powerful V-twin engine, relaxed ergonomics, premium craftsmanship, and styling that immediately commands attention. It remains a rolling example of pure American iron.

The Milwaukee-Eight Promises More Performance Than Before

A close-up studio shot of 2026 Harley Davidson Fat Boy’s engineHarley-Davidson

At the center of Fat Boy’s legendary appeal is its powerhouse – the Milwaukee-Eight 117 Custom engine. This 1,923cc V-twin churns out 103 horsepower at 5,020 RPM and a whopping 124 pound-feet of peak torque at just 3,000 RPM, translating to an immediate, effortless acceleration through its six-speed Cruise Drive transmission. These figures matter not because they turn the Fat Boy into a performance champion, but because they give it the effortless thrust a heavyweight cruiser should have, especially when rolling on from low speeds or stretching its legs on an open interstate.

Harley-Davidson

The numbers show how Harley-Davidson has evolved the Fat Boy without diluting what makes it appealing. Its strong torque delivery, distinctive exhaust note, and smooth character create the traditional Harley riding experience. In fact, the Fat Boy has never been about chasing redlines; it is about delivering a wave of accessible torque in a way that feels satisfying. Furthermore, thanks to the dual counter-balancers, Harley-Davidson has managed to filter out the hand-numbing vibrations while cruising, which gives the rider an incredibly smooth delivery of power exactly where you use it the most in real-world conditions.

Engine

Milwaukee-Eight™ 117 Custom 1,923cc V-twin

Power

103 HP at 5,020 RPM

Torque

124 LB-FT at 3,000 RPM

Transmission

Six-speed manual

Related

5 Harley-Davidsons You Should Buy New (And 5 That Are Better Bought Used)

You can get a used 122-horsepower Harley-Davidson cruiser, co-developed with Porsche, for under $10,000.

The Design And Ergonomics Remain Iconic As Ever

Harley-Davidson

The Fat Boy’s design has always been one of its strongest selling points. Visually, this American cruiser is a classic aggressive statement on wheels that refuses to be ignored. The front end is dominated by a signature, brightly chromed LED headlight that offers brilliant illumination. Then there is the tank-mounted instrument cluster and legendary ‘steamroller’ footprint, defined by wide Michelin Scorcher tires (160 mm up front and a massive 240 mm at the rear) wrapped around a pair of iconic Lakester solid disc aluminum wheels that give it a presence like nothing else on the road.

A close look at the 2026 Harley Davidson Fat Boy’s instrument clusterHarley-Davidson

Yet, for all its brute visual strength, the ergonomics of the Fat Boy are remarkably rider-friendly. The unladen seat height drops down to a mere 675 mm, meaning almost any rider can easily plant both feet flat on the ground at a stoplight. Combined with broad, vibration-isolated floorboards and a relaxed handlebar, it offers an upright riding position built for all-day comfort. The Fat Boy has a 1,650 mm wheelbase, and its weight in running order is a hefty 694 pounds. All in all, the visual and ergonomic consistency is a big reason the Fat Boy resonates so strongly with the riders.

Ownership Experience That Encourages Long-Term Loyalty

Static cinematic rear third quarter shot of 2026 Harley-Davidson Fat BoyHarley-Davidson

The strongest Harleys are not just admired from a distance; they are bikes people keep for years. One of the biggest reasons Harley riders remain loyal to motorcycles like the Fat Boy is the ownership experience. Harley-Davidson ownership extends beyond simply purchasing a motorcycle. It includes a global community, customization options, riding events, and a strong aftermarket ecosystem. The Fat Boy especially benefits from its iconic status. Owners can personalize their motorcycles extensively, allowing each bike to reflect individual preferences while maintaining the original Harley identity. For many riders, owning a Fat Boy becomes a long-term relationship rather than a short-term purchase.

Related

10 Harley Motorcycles That Last Practically Forever

From touring models to cruisers, all of these Harley-Davidson bikes are built to last.

No Other Cruiser Comes Close To The Fat Boy Experience

The premium heavyweight cruiser segment has several impressive motorcycles, but each approaches the formula differently. When you pit the Harley-Davidson Fat Boy against its closest rivals, you quickly see why the Milwaukee legend holds its ground so effortlessly. The Indian Motorcycles’ Super Chief Limited offers classic American styling with excellent touring capability and a refined Thunderstroke engine, but the Fat Boy carries a stronger legacy and a more recognizable identity.

Indian Motorcycle

The BMW R 18 delivers impressive engineering and one of the largest boxer engines in production, but its European interpretation of cruising feels different from the traditional American cruiser experience. Then, we have the Suzuki Boulevard M109R, which focuses heavily on performance with its massive V-twin engine and aggressive attitude, but it lacks the heritage and emotional connection associated with the Fat Boy. What sets the Harley-Davidson Fat Boy apart is that it feels like the most complete expression of the classic cruiser idea, and that makes it one of the easiest bikes in the segment to endorse without hesitation.

Source: Harley-Davidson

• The Midsummer roadster morphs into a coupe with a glass canopy bisected by a central spine.
• The Midsummer coupe was developed in response to a customer’s proposal for a fixed-roof version.
• Power comes from a BMW B58 six-cylinder engine routed to the rear wheels through an eight-speed auto.

It’s been a little over two years since Morgan surprised us all by teaming up with Pininfarina to launch the Midsummer roadster. Now, the unlikely duo is at it again, this time with an even more exclusive coupe conversion. Only nine cars will be built, compared to 50 units of its open-top sibling. Much like its predecessor, the fixed-roof version is a thing of beauty and has the added benefit of allowing owners to drive it in the rain.

Morgan did more than add a roof and call it a day. It developed a glass canopy bisected by a central strip that extends to the front and rear of the car. The Midsummer coupe also features much taller doors with new handles integrated into the beltline to keep the profile smooth and clean. Even the 19-inch forged wheels, with their intricate multi-spoke design, are exclusive to the coupe, further distinguishing it from the roadster and its disc-style alloys.

Bathed in leather and adorned with beautiful wood trim and aluminum accents, the interior borders on perfection, though a manual gearbox would’ve made it even better. Instead, the Midsummer coupe uses the same eight-speed ZF automatic transmission as the roadster. On the plus side, it doesn’t use BMW’s parts-bin gear selector, opting instead for a new anodized-aluminum shifter we recently saw on the Supersport 400.

Photo by: Morgan Motor

A lighter tone for the steering wheel’s leather would’ve been nicer, but surely those nine customers will be able to customize it to their liking. The shift paddles and stalks also stand out more than they should, but we’re basically splitting hairs at this point. Overall, the ambiance of a retro-flavored luxury cabin remains intact. The interior is flooded with light thanks to the mostly glass roof and a large U-shaped rear window reminiscent of 1940s coupes.

Even though it has a fixed roof, the car weighs only 2.5 percent more than a Supersport equipped with the optional hardtop. Morgan says it had to make “significant structural” changes to boost stiffness and rigidity while subtly tweaking the vehicle’s proportions to suit the coupe body style.

Power comes from the tried-and-true BMW B58, a turbocharged 3.0-liter inline-six found in a plethora of Bavarian models, as well as the Ineos Grenadier off-road SUV and its Quartermaster pickup counterpart. Output isn’t mentioned, but the engine is rated at 402 hp and 369 lb-ft (500 Nm) in the new Supersport 400, Morgan’s most powerful car ever.

127

Source: Morgan Motor

Motor1’s Take: Perhaps we can all agree that the Midsummer Coupe is a manual gearbox away from automotive perfection. It also proves Pininfarina is still at the top of its game, and maybe Ferrari should give the Italian design house a call to reignite a partnership that ended years ago.

Although the British niche marque doesn’t say anything about pricing, an educated guess suggests the coupe will be even more expensive than the roadster, which carried a starting price north of £200,000.

We want your opinion!

What would you like to see on Motor1.com?

Take our 3 minute survey.

– The Motor1.com Team

Mitsubishi’s newly appointed president just gave Evo faithful the clearest signal they’ve heard from the top in years. Keisuke Kishiura, who took the helm at Mitsubishi Motors in 2026, went on record calling the Lancer Evolution—along with the Diamante and Galant—”very important cars for Mitsubishi Motors” and a company “treasure.” No launch date, no confirmed platform, no specs. But the words came from the president’s mouth, and that matters.

Kishiura also revealed that his first car was a manual-transmission Lancer Turbo—a rear-wheel-drive machine he drove to ski resorts despite the obvious disadvantages. That detail isn’t throwaway color. It tells you this isn’t a suit reading talking points. When he says he wants to make Mitsubishi “one that can once again produce such cars in the future,” he’s speaking from a place of genuine attachment to what the nameplate represents.

What Kishiura Actually Said—And What He Didn’t

Mitsubishi

Asked about the possibility of reviving iconic models and returning to the World Rally Championship as a factory team, Kishiura was careful but direct. “At this point, we do not have any concrete plans to introduce these cars again,” he said, “but in order to meet everyone’s expectations, we would like to make our company one that can once again produce such cars in the future. I will be at the forefront of this effort.”

That’s not a product announcement. It’s a statement of intent—and a personal one. Kishiura pledged to lead the effort himself, which is a different kind of commitment than a PR team floating a revival rumor. For a nameplate that went dark after the final 2015 Lancer Evolution Final Edition rolled off the line, it’s the most substantive executive-level signal in over a decade.

Why The Evo Still Commands This Kind Of Loyalty

Mitsubishi

The Lancer Evolution’s absence from showrooms hasn’t dimmed its reputation. The nameplate earned its cult status the hard way—through WRC dominance in the 1990s and early 2000s, where Tommi Mäkinen and later Petter Solberg pushed Mitsubishi machinery through stages that destroyed lesser cars. The road cars that followed those rally machines, particularly the Evolution IX with its 4G63T turbocharged four-cylinder, became benchmarks for all-wheel-drive performance sedans.

That legacy shows up in current market values. A clean 2015 Evo Final Edition—the last of the line—recently closed on Bring a Trailer, with Car & Driver noting it represented the end of an era for the sport compact segment. Collector interest hasn’t cooled. If anything, the gap since production ended has sharpened the appetite.

The Realistic Path: SUVs First, Halo Cars Later

Front 3/4 view of White Mitsubishi Lancer Evolution X.Mitsubishi

Kishiura’s enthusiasm is real, but the road to a new Evo runs through the mainstream market first. Mitsubishi is currently working to double its U.S. lineup, with a revived Montero—previewed to dealers in June 2026—among the most anticipated additions. A successful SUV portfolio generates the margins and shareholder confidence that make halo projects viable. Performance sedans are expensive to develop and rarely profitable on their own; they exist to build brand identity, not balance sheets.

Mitsubishi’s Ralliart sub-brand has already returned, though critics have noted it’s currently applied to badge and decal packages on existing SUVs rather than dedicated performance hardware. That gap between the Ralliart name and genuine performance product is exactly what a new Evo would close—but closing it requires the financial foundation that mainstream SUV success provides.

Electrification Is The Likely Path For Any New Evo

The 2001 Mitsubishi Lancer Evolution WRC driven by Tommi 

Mäkinen

Mitsubishi

Kaoru Sawase, Mitsubishi’s Engineering Fellow and the architect of the S-AWC (Super All-Wheel Control) torque-vectoring system, said last year that electrification is the ideal way to enhance vehicle dynamics in the current global environment — and that the Evo’s return remains a dream that isn’t dead. That framing aligns with where the broader performance market is heading. The Rimac Nevera has demonstrated what instant torque and per-wheel control can do on a track, and BMW’s upcoming electric M3 will bring that technology to a direct competitor segment.

For Evo purists, the honest tension is between what electrification enables dynamically and what it removes from the experience. A torque-vectoring electric Evo could be faster and more capable than the 4G63T-powered IX on almost any surface. Whether it would be as tunable, as mechanical, or as culturally resonant is a different question—and one that won’t be answered until Mitsubishi is actually in a position to ask it seriously.

Kishiura’s comments don’t put an Evo in showrooms. But they put a genuine enthusiast—one who learned to drive in a manual Lancer on snow—in the chair that decides whether it ever gets there. That’s not nothing.

Sources: Autoblog, Carscoops, Motor1, Carbuzz, Car And Driver.

Morgan has turned its stunning Midsummer roadster into an ultra-exclusive coupé – its first hard-top in more than a decade.

Limited to just nine examples, the Midsummer Coupé is Malvern’s first fixed-roof model since the Aero 8 bowed out in 2015 and brings to an end production of the Pininfarina-designed coachbuilt special.

Morgan says all nine cars will be highly individualised, courtesy of the expansive array of personalisation options it offers through its in-house coachbuilding division. No pricing has been announced yet, but the coupé is expected to command a healthy premium over the £200k, 50-off roadster.

While the coupé is technically identical to the roadster – sharing its Plus Six-derived fundamentals and 335bhp BMW straight six – Morgan says it introduces “dramatically different proportions”, with a bespoke design that “fundamentally changes the character of the car”.

The roof itself is effectively a full glass canopy, split in the middle by a distinctive dividing strip that continues down the whole length of the car.

Morgan says the “roof was never conceived as a purely stylistic addition” but rather to “enhance the ownership experience” by improving refinement, practicality and year-round usability. 

Transforming the car from open-roof barchetta to coupé “required significant structural development”, the firm adds, highlighting the billet-machined aluminium A-pillars that have been installed to preserve body rigidity. 

Morgan chief design officer Jonathan Wells said: “Midsummer Coupé represents the culmination of an extraordinary creative journey. What began as a celebration of coachbuilding, craftsmanship and collaboration has evolved into one of the most ambitious and rewarding projects we’ve ever undertaken.

“Working alongside the team at Pininfarina, together with our own designers and engineers, has been both a privilege and immensely rewarding. Midsummer Coupé marks the closing chapter of that remarkable collaboration, but it also represents a defining moment in Morgan’s coachbuilding story.”

The coupé pictured here is car number 0 – a final design prototype that provides the basis for the nine customer cars. After a stint on display at the firm’s Malvern HQ, it will be shipped to the Hague in the Netherlands, where it will be put on display at the Louwman Museum – the world’s oldest private collection of historic cars. 

• Porsche vows to keep the 911’s gas engine for eternity.
• The hybrid version ensures the model’s survival amid stricter emissions regulations.
• New EVs outside of the 911 lineup are under development.

Porsche has a plan. It’s called “Strategy 2035,” and we’ll learn everything about it on October 7 during a Capital Markets Day. Expect a myriad of announcements about upcoming products, but Zuffenhausen is already making it clear there won’t be a purely electric 911. Speaking at this week’s Annual General Meeting, CEO Michael Leiters vowed to keep the combustion engine and safeguard the car’s future through hybrid technology.

‘The hybrid drive system is not seen as a bridging technology. For the 911, the specially developed performance hybrid powertrain is a fundamental building block, a sort of elixir of life for the future. Because there will be never be a fully electric 911. We stand by that.’

It’s not the first time Porsche’s boss has ruled out an EV version of the company’s most important car. However, the automaker is now doubling down on that promise, going so far as to say an electric 911 will never happen. The 911 will be the only Porsche without an EV counterpart. The Macan and Cayenne SUVs already have electric versions alongside their combustion-engine models. Similarly, the 718 Boxster and Cayman are returning with both gas engines and EV drivetrains.

Photo by: Porsche

Looking ahead, Porsche has promised a large SUV with three rows of seats positioned above the Cayenne. It was announced a few years ago as an EV-only product, but the company has since had a change of heart and is expected to launch a gas-powered version first. A new hypercar is also under consideration, as Porsche is interested in tapping higher-margin segments on both the two-door sports car and SUV sides.

At the other end of the lineup, a small crossover to replace the first-generation Macan, which goes out of production this summer, is due in a couple of years. During the meeting, Porsche’s head honcho reiterated plans to invest in three types of powertrains: combustion engines, hybrids, and EVs.

Although Porsche’s lineup appears to be expanding, it’s also shrinking at the same time. Leiters wants to “reduce the number of model variants” based on market demand. A clear example is the recent decision to discontinue the Taycan wagons in the United States. However, Motor1 has learned from company officials that the Sport Turismo and Cross Turismo will remain in production for other markets.

‘Porsche stands for clarity and has always been very adept at resolving the tension between individualization and complexity. We must reconnect with this principle more strongly. Our portfolio has become too complex – even compared to the competition.’

Motor1’s Take: Hearing a CEO say the company he runs will never do something is rare in the automotive industry, and in business in general. Time will tell whether Porsche can live up to that promise, but for now, credit is due. The company has made a concerted effort to keep the 911’s engine alive, including experimenting with synthetic fuels. Whether that technology will ever gain widespread adoption is another question entirely.

30

Source: Porsche

We want your opinion!

What would you like to see on Motor1.com?

Take our 3 minute survey.

– The Motor1.com Team

Luxury SUV shoppers spend most of their energy comparing horsepower figures, cabin materials, and the relative cachet of a roundel versus a three-pointed star. The number that actually determines how much an ownership experience costs almost never makes the brochure, and it is depreciation.

Fresh data from iSeeCars, CarEdge, and Kelley Blue Book shows the BMW X5 and Mercedes-Benz GLE sliding past the halfway mark in lost value within five years, while the Acura MDX holds onto roughly half its sticker price over the same stretch. That gap, translated from abstract percentages into real dollars on comparably specified trims, stops looking like statistical noise and starts looking like an actual cost of admission for a German badge.

The Luxury SUV Depreciation Wake-Up Call Nobody Talks About

Front 3/4 shot of 2025 BMW X5 xDrive50e parkedBMW

Every luxury SUV launch event leans on the same talking points: refined cabins, adaptive suspensions, badge heritage. What rarely gets discussed on a press loop is the moment that prestige starts evaporating, which for most German luxury models begins the day the first owner drives off the lot. The average new vehicle in the United States retains 44.7 percent of its original sticker price after 60 months, a baseline that already sounds discouraging until you see how far below it the segment’s biggest sellers fall.

The BMW X5 and Mercedes-Benz GLE, two of the best-selling nameplates in the midsize luxury SUV class, bothshed more than half their valueinside that same five-year window according to iSeeCars’ ownership-cost modeling. That puts them not just below the luxury segment’s better performers but below the broader new-vehicle average entirely, despite carrying price tags well north of $60,000 at purchase. For buyers financing or leasing these vehicles, that depreciation curve is not an abstraction; it is the difference between trading in with healthy equity and writing a check to cover the gap between what is owed and what the SUV is actually worth.

Front 3/4 shot of 2025 Mercedes-Benz GLE Class SUV in silver parkedMercedes-Benz

It also explains a pattern that is becoming harder to ignore on used-car lots and trade-in counters: shoppers who once treated badge prestige as the deciding factor are increasingly running the actual numbers before signing anything. A German nameplate still wins plenty of test drives. It does not automatically win the five-year cost-of-ownership conversation, and the data behind that conversation is what the rest of this piece unpacks.

Related

10 Luxury SUVs With Surprisingly Affordable Maintenance Costs

Luxury SUVs don’t always come with sky-high upkeep. These 10 models deliver premium features with maintenance costs that won’t break the bank.

How The Acura MDX Quietly Retains More Value Than The BMW X5 And Mercedes-Benz GLE

2026 Acura MDX Type S group shotKatie Sikora | TopSpeed

Acura does not get invited into the same depreciation conversation as Lexus, but the brand’s residual performance deserves a seat at that table. Autoblog’s analysis of five-year retained value puts Acura at 53.2 percent, the third-best performance of any mainstream or luxury brand tracked, trailing only Lexus and Mercedes-Benz at the brand-wide level.

Base Trim Engine

3.5L V6 ICE

Base Trim Transmission

10-speed automatic

Base Trim Drivetrain

Front-Wheel Drive

Base Trim Horsepower

290 HP @6200 RPM

Base Trim Torque

267 lb.-ft. @ 4700 RPM

Base Trim Fuel Economy (city/highway/combined)

19/26/22 MPG

Base Trim Battery Type

Lead acid battery

Make

Acura

Model

MDX

That brand-wide Mercedes-Benz figure is worth pausing on, because it blends sedans, coupes, and lower-volume models with the GLE, and it is a useful reminder that aggregate brand statistics can mask model-specific weak spots. The GLE, as one of Mercedes’ highest-volume SUVs competing in a brutally cross-shopped segment, depreciates considerably faster than its parent brand’s overall average suggests.

Compound Savings At Its Finest

2026 Acura MDX Type S front shotKatie Sikora | TopSpeed

The MDX itself holds onto close to 50 percent of its value after five years, a figure that comfortably beats both German rivals on a model-for-model basis even though it undercuts both of them on starting price. The X5 loses an estimated 58 percent to 59 percent of its value over the same period according to iSeeCars’ direct comparison data, while the GLE lands in the 53 percent to 53.5 percent range, also per iSeeCars. The practical result is that a five-year-old MDX owner is statistically sitting on a larger share of their original investment than a five-year-old X5 or GLE owner, despite having spent less to get into the vehicle in the first place.

Related

10 German SUVs That Depreciate The Most After 5 Years Of Ownership

These upmarket utes deliver a premium experience, though they struggle to retain their value.

Calculating The Badge Tax: The Real Five-Year Dollar Losses Side By Side

2025 Acura MDX Type S rear 3/4 shotGuillaume Fournier | TopSpeed

Percentages are easy to wave away. Dollar figures are not, so here is the same comparison run against real sticker prices, for an apples-to-apples base-trim comparison. The entry-level 2026 Acura MDX at $55,450, the entry-level 2026 BMW X5 sDrive40i at $68,300, and the entry-level 2026 Mercedes-Benz GLE 350 at $62,250, all including destination.

Applying the MDX’s roughly 50 percent retained value puts its five-year loss at approximately $27,700. The GLE, depreciating 53 percent per iSeeCars, loses $33,000 over the same period, a badge tax of about $5,300 above the MDX. The X5 is where the source data genuinely disagrees, and that disagreement deserves disclosure rather than a quiet pick of whichever number flatters the narrative most.

iSeeCars’ head-to-head comparison data puts X5 five-year depreciation at 58.4 percent to 58.9 percent, which works out to roughly $40,200 lost on that $68,300 base price, a badge tax near $12,500 over the MDX. CarEdge’s separate estimate, cited at 46 percent depreciation, would put the X5’s loss closer to $31,400, narrowing the badge tax to $3,700. Even using the more conservative CarEdge figure, the X5 still loses more total dollars than the MDX; using the iSeeCars figure, that gap more than triples. Readers cross-shopping a specific trim should run their own numbers against current Edmunds or KBB pricing, since options packages widen these spreads further in the German vehicles’ favor of losing more, not less.

The Direction Of The Gap Stays Consistent Between Publications

2025 Acura MDX Type S front third quarter viewGuillaume Fournier | TopSpeed

Nobody’s data has the X5 or GLE losing fewer dollars than the MDX over a five-year hold. The size of that gap moves depending on which source’s depreciation curve is applied, but the existence of the gap itself does not, and that is the more durable, defensible claim for a piece built on this kind of comparison. A buyer financing any of these three vehicles over five years should treat these figures as a floor for how much equity gap they could be carrying at trade-in time, not a ceiling, since options packages, mileage above the modeled average, and regional market softness can all push real-world losses higher than the base-trim math shown here.

Related

Luxury Sedans That Depreciate Faster Than Sports Cars

While these models offer posh accommodations and sophistication, they fail to retain value better than the average sports car.

Why Honda-Based Engineering Gives Acura An Advantage In Long-Term Ownership

A 2024 Acura MDX engineAcura

The Acura MDX’s residual strength is not a lucky data point from one good model year; it is downstream of decisions made on the engineering side that show up directly in resale math. The MDX shares its platform, much of its drivetrain, and a substantial parts catalog with the Honda Pilot and other high-volume Honda products. That shared architecture means replacement parts are cheaper to source and more widely stocked, independent shops can service the vehicle without specialized German diagnostic equipment, and the used-buyer pool factoring future maintenance costs into their offer prices sees a lower-risk proposition than they would with an X5 or GLE.

The X5 and GLE, by contrast, carry adaptive air suspension components, complex electronic architectures, and dealer-dependent service requirements that drive up the perceived and actual cost of ownership past the warranty period. Used-car buyers price that risk in before they ever sit in the driver’s seat, which depresses what they are willing to pay for an out-of-warranty German luxury SUV relative to a comparably aged Acura. None of this is about which vehicle drives better when new. It is about which one a rational used-vehicle buyer trusts to stay affordable to own for another five years, and that calculation consistently favors the Honda-engineered alternative.

2025 Acura MDX Type S side shotGuillaume Fournier | TopSpeed

This is also why the MDX’s residual advantage has held across multiple model generations rather than showing up as a single anomalous year in the data. Platform-sharing with high-volume Honda products means parts supply stays deep and prices stay stable even a decade after a given MDX generation goes out of production, which keeps long-term ownership costs predictable in a way that relatively low-volume German components, sourced through narrower supply chains, generally cannot match.

Why Two-To-Four-Year-Old MDXs Make The Strongest Financial Case

If the goal is maximizing value rather than maximizing badge prestige, the sweet spot in this data is not a brand-new MDX, an X5, or a GLE. It is a two-to-four-year-old MDX. Depreciation curves across the entire industry are steepest in the first 24 to 36 months of ownership, the stretch where a German competitor’s value erodes fastest and an MDX’s already-gentler curve compounds the advantage further. A buyer picking up a two-to-four-year-old MDX captures most of the vehicle’s remaining useful life and warranty coverage while letting the original owner absorb the steepest portion of the depreciation hit on a model that was already losing value more slowly than its German rivals.

That combination, a vehicle that depreciates less aggressively in the first place, purchased after its steepest depreciation years have already passed, is what makes pre-owned MDX shopping look less like a compromise and more like the financially literate move in this segment. German rivals depreciated fast and started at a higher price. The MDX depreciates more slowly and starts lower. Buyers chasing the badge on a new-car lot are paying a tax that pre-owned MDX buyers have already opted out of, and the dollar figures above show exactly how much that tax is currently running.

Sources: Acura, iSeeCars, CarEdge, & Kelley Blue Book

Defining the word ‘greatest’ isn’t easy in this context.

After all, it could mean the biggest, the most powerful, the most relevant, the most exciting – or a combination of these things. So when choosing our 50 favourite road car engines, to be in with a chance of consideration each powerplant has to be either built in huge numbers, or really get our juices flowing – and ideally a combination of the two. Let’s take a look at what we reckon are the best, in chronological order:

Ford flathead V8 (1932)

In the 1920s many family cars could barely crack 40mph. Then Ford introduced its flathead V8 and suddenly much greater numbers of car buyers could acquire a car that could sit at 60mph all day long. The flathead V8 wasn’t all that efficient but it was simple, tough and reliable, which is why it remained in production in Ford’s cars until 1954 but incredibly it was used in Simca military trucks until the 1990s. It was the final major engineering contribution by Henry Ford (pictured) to the company.

Volkswagen flat-four (1936)

The Beetle is one of the biggest-selling cars in history and every one of them was powered by an air-cooled flat-four. Initially it was an 1131cc unit, but by the time the final air-cooled Beetle was built this had swollen to 1584cc, although displacements of up to 2.0 litres were offered in the Type 4. The same engine powered the Type 2 camper and Transporter – and provided the basis for the Porsche 356’s powerplant.

Ferrari Colombo V12 (1947)

In a world of 2.0-litre four-cylinder engines, the idea of a 1.5-litre powerplant featuring 12 cylinders might seem utterly bonkers. But that was the specification of the first Ferrari engines; the 125 featured a 1497cc unit rated at 116bhp. By the time the Colombo-designed V12 bowed out in 1989, when the 412i was axed, the displacement had grown to 4.9 litres and the power output had jumped to 318bhp. Along the way we’d have numerous iterations of the 250, the 275 and the 365GTB/4, better known as the Daytona.

Citroën flat-twin (1948)

There can be no denying that the Citroën 2CV (pictured) was a landmark car, and part of its charm was the noise generated by the brilliantly over-engineered air-cooled flat-twin that sat in the nose. Initially seen in 375cc form, later would come 425cc, 435cc and finally 602cc versions of this Gallic powerplant, which was also fitted to the Ami, Visa, Mehari, Dyane, Bijou and Acadiane.

Jaguar XK (1948)

First seen in the XK120 of 1948, the Jaguar XK straight-six powered the E-Type, XJ, C-Type, D-Type and Mk1/Mk2 among others, with displacements running from 2.4 through to 4.2 litres. The XK engine gave Jaguar five victories at Le Mans and provided motive power for Coventry’s finest right the way up to 1992, by which point almost 700,000 copies had been produced.

BMC A-Series (1951)

In production for half a century (1951-2000), the A-Series engine was first used in the Austin A30 and went on to power a massive array of cars including the Morris Minor, Austin Healey Sprite and MG Midget (pictured), Austin Allego, Morris Marina, Austin Metro and all editions of the Mini. Easy to tune and offered in displacements from 803cc up to 1275cc (but expandable to a reliable 1380cc), the A-Series engine has been enjoyed by millions of drivers – including vast numbers of racers.

• Mitsubishi CEO says it can’t afford a massive investment in EVs.
• It will collaborate rather than build from the ground up.
• Foxconn is building another EV for Mitsubishi. 

Developing a new vehicle from the ground up costs a lot of money, money that Mitsubishi does not have. That’s evident by looking at the company’s latest model, the Eclipse Sportback, which is essentially a rebadged version of the Nissan Leaf electric vehicle.

Mitsubishi’s CEO was open about why the company isn’t going all-in on developing new EVs during the company’s shareholder meeting on June 18. As originally reported by Automotive News, Takao Kato said:

‘The reality is that [EV] growth has been slowing down globally. For now, our approach is to address this through collaboration.’

Kato-san explained to shareholders that building a bespoke EV for Mitsubishi would require a “massive investment” and if the company was forced to incur significant losses due to lower-than-predicted sales, it would “pose a major management problem.”

2027 Mitsubishi Eclipse Sportback

Photo by: Mitsubishi

Mitsubishi Isn’t The Only One

Fellow Japanese automaker Honda recently opted to scrap its upcoming 0 Series EVs just before they were set to launch, incurring nearly $16 billion in restructuring costs. Such a move would be far more disastrous for Mitsubishi, which sold 883,828 vehicles in 2025 compared to Honda’s 3,396,057.

Mitsubishi will announce another EV later this year, built by Foxconn in Taiwan. It’s unlikely that this vehicle will be sold in the United States, and it will be exported to nearby markets like Japan and Australia. Mitsubishi currently sells an EV that uses the Eclipse Cross name, but like the Eclipse Sportback, it is a rebadged model based on the Renault Scenic E-Tech.

Despite being one of the first automakers to offer an EV back in 2009 with the i-MiEV, the vehicle was never given a second generation, and none of Mitsubishi’s other small EVs from the Japanese market were ever brought stateside. Instead, the company has relied on the Rogue-based Outlander and the Outlander PHEV, which recently got its own reverse rebadge job from Nissan called the Rogue PHEV.

Motor1’s Take: Rebadged vehicles may not be the most exciting new products, but they help an automaker like Mitsubishi compete in a new segment without a massive investment. The Eclipse Sportback also adds one more affordable EV in a market that is devoid of meaningful options, so having one more to choose from, even if it’s technically a duplicate, is not something to frown upon.

We want your opinion!

What would you like to see on Motor1.com?

Take our 3 minute survey.

– The Motor1.com Team

When the Yamaha Tenere 700 came out a few years ago, it proved to be a genuine game-changer. After several years of adventure bikes growing bigger, heavier, and ever more complex, the Yamaha showed everyone what could be achieved with a lighter, more simplified ADV. It proved to be a stroke of pure genius as demand for the Tenere 700 quickly outpaced production.

The rest of the motorcycle industry took note, and in the subsequent years, we have seen one middleweight ADV after another getting launched. Just like riders found the limitations of the bigger full-sized adventure bikes that came before the Tenere, the limitations of what is possible on a middleweight have also been found. Instead of going to the extreme of building more dual-sport bikes, manufacturers have answered the call with a crop of smaller, more capable ADVs.

UPDATE: 2026/06/23

We have updated this article with more information on the bike’s more touring-focused variant.

The Hottest Ticket In Town

CFMoto

What was previously referred to as the “entry-level” adventure bike class has since evolved into what is easily the busiest, most competitive space in the entire motorcycle industry. The formula is simple: 400ish engine + robust frame + off-road suspension = a competent ADV that offers dual-sport agility, big bike features, and enough wind protection to be tolerable on the highway. CFMoto came out swinging with the Ibex 450, which offers a host of great comfort features, fully adjustable suspension, and a potent parallel-twin engine that looks a lot like Yamaha’s CP2.

A rider standing up and riding the 2026 Kawasaki KLE500 through an off-road trail, front fascia viewKawasaki

Sadly, it is not proving to be quite as reliable as the Yamaha powertrain, as there are some reliability issues getting reported in other markets. If you want something more reliable, Kawasaki just released the KLE500. Its 451cc lump is also very much a known quantity. It is also a degree more competent on the road, thanks to its sporty steel trellis chassis, but with limited ground clearance, it is not quite as capable off-road. For a little more money, the bike in question offers the best of both worlds.

The KTM 390 Adventure R Is The Affordable Adventure Bike That Challenges The Tenere 700

MSRP: $7,699

Rider on a KTM 390 Adventure R speeding along an off-road trail, front third quarter cinematic rolling shotKTM – photographer: Tschann E.

The 390 Adventure R recently received a comprehensive update and came out with a very attractive price. Unfortunately, with the bike being made exclusively in India, the price almost immediately went up. While you most certainly do get what you pay for, it is now the most expensive bike in its class, which puts it at a pretty serious disadvantage. That said, the package is undeniable.

Related

12 Adventure Bikes With The Lowest Real-World Ownership Costs

Adventure bikes can cross continents, but these 12 champions also dodge hefty repair bills, proving wanderlust doesn’t need a fat wallet.

Powered By A Proven Single-Cylinder Engine

Power: 44 Horsepower

2025 KTM 390 Adventure R skid plate close-up detailKTM – photographer: Tschann E.

The KTM 390 had something of an inauspicious start to life. The first-generation bikes were plagued with a wide variety of issues, all of which were sorted out by the time the first-generation Duke and RC went out of production in 2016. Since then, the single has proven to be perfectly reliable. The recent update saw the engine get an increase in displacement, going from 373cc to 399cc. Performance figures stayed the same because this had more to do with getting through Euro5+ emissions than anything else.

A Free-Revving Single

2025 KTM 390 Adventure RKTM – photographer: Tschann E.

Street-going singles of this size are usually pretty lumpy and slow to rev. This, however, is a KTM engine. It feels far more like a dirt-bike engine than a street bike engine. As such, it is free-revving, punchy, and way more fun than you might expect. It is still a single, though, and you will certainly feel all the not-so-good vibrations at highway speed. From the moment this powertrain made its debut, everyone wanted to see it being used for a more dirt-worthy platform. While the previous generation 390 Adventure certainly did it justice, the latest Adventure R has taken it up a notch.

Related

The Africa Twin Rival That Wins With Affordable Pricing

Yamaha’s rally-inspired adventure bike is ready to take on Honda’s heavyweight.

The 390 Adventure R Has More Features Than A Base Model Tenere

KTM

Yamaha just released the Tenere 700 World Raid, and in terms of features, that only matches the KTM. A bike that is almost $5k more expensive. The base model Tenere is actually comprehensively outgunned by this little bike, thanks to the fact that it comes with an IMU. This allows it to have things like off-road ABS, lean-sensitive, and traction control. Cruise control and a big TFT dash with smartphone connectivity are also standard features.

KTM

KTM’s off-road electronics are quite simply the best in the business, and even though you can switch both the traction control and ABS off, you won’t ever need to. You will almost certainly find a setting that suits your level and riding style. The fully adjustable WP Apex suspension is also best-in-class, and the 390 will shine more than you expect on a nice twisty bit of tarmac thanks to its sporty street-bike-derived steel trellis chassis. Even with all these features, the bike still only weighs 388 pounds, or 70 pounds less than the Tenere for those counting.

It Certainly Isn’t Pretty

Rider on a KTM 390 Adventure RKTM – photographer: Tschann E.

Any bike that comes out with “bold new design” in the marketing is usually just a nice way of saying “the bike we designed is ugly.” Saying the 390 Adventure R has a “bold new design” is a kindness it does not deserve. It is arguably one of the few things holding the bike back. It isn’t just a simple problem with the plastics, though; the proportions just seem a little off when compared to other bikes in this class. But the proof of the pudding is in the tasting, and by all accounts, it is a great off-road flavored pudding.

The design is not the only thing holding what is an objectively great little bike back. Bajaj needed to build these new 390s on a budget, and looking at any of the new bikes next to one of the previous generation bikes is telling. The frame has been tweaked, not to make it better, but to save money. These bikes are affordable for what they offer in terms of performance – the other bikes in their class don’t even come close – but they also look cheap. The build quality is not up to the high standards set by other manufacturers in this space, and it is hard to tell if they will be able to take the punishment adventure riders will dish out over a sustained period of time.

KTM Also Offers A Milder Version Of The 390 Adventure

KTM offers two versions of the KTM 390 Adventure, with the R being a hardcore off-roader with heavy-duty suspension, a 21-inch front wheel, and a tall seat height. Then comes the 390 Adventure X, starting at $6,499, which is a milder variant that is designed more for city comfort and adventure touring, not exactly hardcore off-roading. On paper, the bike does miss out on many of the things that make the 390 Adventure R special, but that’s not a bad thing if you want to save some money, want a more analog appeal, or don’t plan on hard off-roading.

KTM 390 Adventure XKTM

Both models share the same engine and frame; however, the X model gets a 19/17-inch alloy wheel setup with tubeless tires. These are held by non-adjustable WP Apex suspension with almost 8 inches of travel, as opposed to the R’s fully-adjustable units with 9 inches of travel. While this does kind of compromise the X’s off-road ability, it makes the bike easier to manage on the road, especially considering its lower seat height, which should feel more accessible for newer motorcyclists.

Outdoor static shot of orange KTM 390 Adventure X, rear right third quarterKTM

Unlike the R’s full-color TFT display, the X gets an LCD panel, and it also lacks some of the premium electronics, as it only gets switchable off-road ABS as standard. Put simply, the 390 Adventure X is by no means a match for the Tenere 700, whether in terms of features or off-road performance. Still, it’s a good road-focused alternative to the higher-end R model. You not only save over a thousand dollars but also get a bike that’s slightly easier to live with.

Source: KTM

• The largest Skoda in the lineup is the company’s first model with flush door handles.
• Peaq comes in five- and seven-seat configurations.
• Customers can choose from rear- and all-wheel-drive versions.
• It can do more than 373 miles on a single charge with the bigger battery.

We rarely get the chance to talk about Skodas because the Volkswagen Group still has no intention of bringing the Czech brand to North America. However, we couldn’t miss the opportunity to highlight a new addition to the company’s sprawling lineup. Remember the Vision 7S concept? It’s been nearly four years since Skoda signaled its plans to enter the electric three-row SUV segment. The production model is now finally ready for prime time.

At 4874 millimeters (almost 192 inches) long, it’s the longest model in the lineup. Since it rides on a dedicated EV platform, Skoda stretched the wheelbase to maximize interior space. It measures 2965 mm (116.7 in) between the axles, leaving plenty of room for passengers in the rear. If you don’t need the third row, the five-seat version offers the largest cargo area of any Skoda, with an enormous 1,010 liters (35.6 cubic feet) of space.

Even the three-row model can still accommodate 299 liters (10.5 cubic feet) without folding any seats. For smaller items such as charging cables, there’s an additional 37 liters (1.3 cubic feet) of storage in the front trunk. At this point, you’ll probably need a van to haul even more stuff.

Photo by: Skoda

The Peaq Has Many Skoda Firsts 

Skoda’s answer to the Hyundai Ioniq 9 and Kia EV9 introduces a host of firsts for the brand. Never before has a model from Mladá Boleslav featured flush door handles. The Peaq also debuts a huge electrochromic roof spanning 2.12 square meters (22.8 square feet) with nine switchable segments. It’s the first Skoda to integrate windshield washers into the wiper blades, improving cleaning performance and more efficient use of washer fluid.

However, the most important novelty is the vertical touchscreen. Skoda is rolling out a new Android-based infotainment system with a 13.6-inch display that sticks out from the dashboard like a sore thumb. There’s a good chance we’ll see it in future models as well, considering the electric Octavia wagon concept featured it too.

Circling back to the Peaq, it at least retains a handful of physical controls on the center console for adjusting temperature and fan speed. However, we can’t help but notice that it misses out on the three customizable knobs with built-in screens found in the company’s largest combustion-engine models: the Superb and Kodiaq. Skoda thankfully hasn’t eliminated the dedicated driver’s display, as there’s still a 10-inch digital instrument cluster that can be optionally paired with a head-up display featuring augmented reality technology.

Photo by: Skoda

The Interior Borders On Premium

It may come from a mainstream brand, but the Peaq offers more than a few high-end niceties through the Relax Package. Tick that box, and the electric SUV comes with massaging and ventilated seats, electrically adjustable footrests, front cushions, a folding table, and even a Sonos sound system. You’ll also spot wood trim to elevate the cabin further.

We haven’t touched on styling yet because the Peaq adopts a familiar design derived from the Vision 7S concept and the smaller Epiq electric crossover revealed earlier this year. We’re not entirely sold on the Skoda lettering on the rear pillar or the illuminated grille, but the overall styling certainly won’t offend anyone. The “Modern Solid” design language plays it safe, much like all Skodas of the Volkswagen Group era. Buyers can choose from 10 body colors and several aerodynamic wheel designs ranging from 19 to 21 inches.

Skoda Peaq: RWD And AWD, Two Batteries

The electric SUV comes with two battery options, offering gross capacities of 63 kWh and 91 kWh. The smaller pack delivers more than 286 miles (460 kilometers) of range on a single charge, while the larger battery extends that figure to over 373 miles (600 kilometers). When the battery runs low, DC fast charging from 10 to 80 percent takes about 28 minutes.

Single-motor, rear-wheel-drive variants will be available with 201 hp and 282 hp. Upgrade to the dual-motor, all-wheel-drive configuration, and Skoda rewards you with 295 hp. The AWD model is predictably the quickest of the bunch, taking 6.7 seconds to reach 62 mph (100 km/h). The more powerful of the two RWD versions, along with the AWD model, top out at an electronically limited 112 mph (180 km/h). The entry-level version won’t go any faster than 100 mph (160 km/h).

The new Skoda Peaq goes on sale in Europe later this year as one of the Volkswagen Group’s largest mainstream electric vehicles based on the bespoke MEB platform, joining the ID.7/ID.7 Tourer from the core VW brand.

23

Source: Skoda

Motor1’s Take: The Peaq does what Skoda does best: provide a cavernous cabin, now more than ever before. It’s aimed at buyers who need an even roomier alternative to the Kodiaq and are willing to switch to an EV to take advantage of the packaging benefits that come from eliminating the combustion engine.

The Peaq isn’t replacing the Kodiaq in the lineup because Skoda understands that the winning formula is giving customers what they want: combustion engines, plug-in hybrids, and full EVs. It has the numbers to back up the strategy. In the first quarter of 2026, it became Europe’s second-best-selling brand for the first time after delivering 222,500 vehicles across the 27 EU countries, plus the UK, Iceland, Liechtenstein, Norway, and Switzerland.

We want your opinion!

What would you like to see on Motor1.com?

Take our 3 minute survey.

– The Motor1.com Team

It was only in the 70s that the Japanese manufacturers were thought of as a real threat to the status quo. Up until then, they were laughed off by the European and American manufacturers that dominated the motorcycle industry. While the small displacement motorcycles, including the famed Honda Super Cub, offered customers cheap, reliable transportation, that was all they were thought capable of. All that changed in 1969.

The Universal Japanese Motorcycle

Sam Carter via Unsplash

Emboldened by the success of all the smaller displacement models, Honda USA asked headquarters for a more powerful 750cc model that could take the fight to the leading brands. As history tells us, this would birth the CB750, a motorcycle which was christened a “superbike” by the motorcycling press of the time. While it certainly is not a superbike by modern standards, it blew the competition away, beating out all the bikes of the time in just about every department. The other Japanese brands quickly followed suit, and the Universal Japanese Motorcycle, or UJM for short, was born.

Over 50 years later, you can still find these bikes floating around on the used market, which is a testament to their build quality and longevity. So ubiquitous were these models that they became the default choice for riders all over the world, and while some bikes have become cult classics, others remain affordable and accessible. As consumer trends shifted away from these standard motorcycles and towards motorcycles with more sporting pretensions, the UJM and standard motorcycles of all shapes and sizes took a back seat. But the latest liter-class roadster from Honda has UJM written all over it.

The Honda CB1000F Is A Modern Reinterpretation Of The Classic UJM

MSRP: $10,599

Honda

The CB1000F is a call-back to the 80s era Honda CB900F, in particular the bike ridden by Freddie Spencer (video above), with which the modern bike shares a livery. It is a genuinely tasteful rendition, and at this rather low asking price, it is impossible to ignore. Based on the Hornet SP, the retro machine offers an entirely different tune that is even more focused on midrange performance. While we were initially a little surprised that the base model Hornet didn’t make it to the US, the release of this model goes some way to explaining the omission.

Related

The Motorcycle That Makes High-End Bikes Feel Like Overkill

The Honda CB1000 Hornet SP stands out in the crowd of high-tech, high-priced naked bikes with its focus on basics and unbeatable value.

A Superbike Engine Powers This Retro Roadster

Power: 122 horsepower

Honda

Modern roadsters, or retro bikes, are largely an exercise in styling, but Honda saw fit to make more than a few changes to the CB1000F. While this is the same engine you find in the Hornet SP model, which in turn is derived from the CBR1000RR superbike, the internals are quite different. The superbike makes 189 horsepower, but this powertrain was already reworked for the streetfighter, and that peak power output was reduced to 150 horsepower (or 129 horsepower for the US model, thanks to noise restrictions). For the roadster, this comes down further to 122 horsepower, thanks to it having even more emphasis on midrange performance, thanks to revised camshafts and intake tracts.

An Inline-Four Reworked For Street Use

Honda

On the face of it, sacrificing almost 70 horsepower might seem a little disappointing. In reality, even experienced riders would have a hard time making the most of the power that the superbike has to offer out in the real world, where speed limits exist. The roadster offers an altogether more effective way to make use of that power. Even the gear ratios have been altered from third through to sixth to offer riders a means to make the most of the added low-end grunt.

Related

Why The Honda Hornet Is A Budget Speed Demon One Tune Away From Mayhem

The latest blue-collar superhero comes from an unlikely source

The CB1000F Is An Objectively Beautiful Motorcycle

Honda

In terms of design, the CB1000F draws inspiration from the early 80s CB900F but also has more than a little in common with the newer Super Four models that can still be found in other markets around the world. It is most certainly one of the more tasteful renditions, and even enthusiasts with no real affiliation with Honda will still agree that it is not a bad-looking machine. Initially, we were a little confused as to why only the Hornet SP made it to the US.

But the arrival of the roadster at this price point explains the omission of the base model Hornet, because these two bikes rather effectively cover all bases. The CB1000F has a slightly revised chassis, but pretty much the same suspension and brake componentry as that of the base model sold in other markets. If you want a more lively canyon carver, the Öhlins-equipped SP model is a no-brainer for a few hundred dollars more, but if you are after an honest-to-goodness modern UJM, well, this is it.

More Tech For The Retro

Honda

The one disruptive design element comes in the form of the rather prominent TFT dash. It is a necessary evil, though, because the bike actually comes loaded with more tech than the more sporty SP model. An IMU is added to the mix, which means both lean-sensitive traction control and cornering ABS enter the fray. Unfortunately, you lose the quickshifter, but it is easy to see why Honda omitted it. It just isn’t expressly necessary for a bike like this that wants you to engage with it. It is not pretending to be anything more than a fun, fast motorcycle that will surely appeal to a broad spectrum of riders looking for a fun street bike on a budget.

In many ways, the price tag is actually the most attractive feature. There are several manufacturers offering more expensive roadsters that don’t even make half as much power as the Honda. It will, no doubt, force some form of retort from the market, but for now, this is the bike that makes it virtually impossible to justify any of those premium rivals.

Chassis, Suspension, And Weight Specifications

Chassis

Steel twin-spar

Front Suspension

41mm inverted Showa SFF-BP telescopic fork with adjustable preload, compression and rebound damping (5.1-inch travel)

Rear Suspension

Pro-Link, Showa RSU, spring preload and rebound damping adjustable (5.5-inch travel)

Weight

472 lbs

Source: Honda Powersports

“In our battery, in order to get to the modules you drop the fluid, you absorb the fluid – put it into a bucket – you open the battery and you can actually pull out the modules. There’s no gooey stuff that you have to get rid of or that you have to try and shred out.”

Aside from the battery, a significant improvement in the Triple10’s environmental credentials is brought by its use of recycled and naturally-occurring materials. Its chassis is made from recycled aluminum, which is claimed to produce 10% of the CO2 emissions of new ‘virgin’ material. Its roof and wheels, meanwhile, are made from recycled carbonfibre. Its interior upholstery is derived from flax.

Asked about the practical application of a car in the vein of the Triple10, Lars Nieslen, Shell Lubricants’ global business development manager, told Autocar: “[Those who] buy a big SUV with a long range may not have a fast-charging problem because they may live in a residential area, have a wall box, and can charge overnight. Then they have the convenience of fast charging. 

“But actually, where would this technology be more appropriate? We think it’s in urban areas, where you don’t have access to charging infrastructure all the time so you charge on the go.

“You don’t want to be standing there for too long: surveys [we conducted] say a good time is up to 10 minutes. We took these elements and decided, we need a smaller car, we need to make it more affordable by making it lighter, with less material, and a smaller battery but it needs to be fast-charging. We are addressing that segment, but we do not see such a technology coming in at the moment.”

• Hyundai plans to enhance its simulated gearbox technology in its next-gen electric N models.   
• Possible features could include idling, backfiring, and vibrations.   
• Hyundai is already testing upgraded technology.   

Hyundai’s next generation of performance EVs might have even more digital fakery. They will feature enhancements to the brand’s N e-shift simulated gearbox technology that could add idling, backfiring, vibrations, and other combustion quirks to the EV driving experience.  

“We are not the serious Porsche guys,” said Manfred Harrer, the automaker’s head of R&D, in an interview with Autocar. “We are fun to drive.”  

Harrer didn’t specify what enhancements Hyundai will add, only imagining the possibilities, but he confirmed to the publication that the automaker is already testing the technology.

“We are leading—we are not following—on this technology,” said Harrer, adding that he wants to “make it even more realistic” and “enhance it further.”  

What’s Next For Hyundai’s Electric N Models  

Hyundai’s next-gen electric N cars might arrive with more than just fancy software to enhance the driving experience. The automaker recently filed a patent for a shift-by-wire mechanism that can operate like a gated manual or a traditional automatic transmission.   

The new shifter has a clutch that enables manual mode and a neutral position, recreating the manual transmission regardless of the actual gearbox. It would be a perfect addition to Hyundai’s N cars when paired with new software upgrades.  

The new electric N cars will ride on the automaker’s upcoming Integrated Modular Architecture (IMA) that Harrer classifies as not a “revolution” but a “huge evolution,” which will have “incremental improvements” over the E-GMP that it will replace. It underpins the Ioniq 5, the Ioniq 6, and the Ioniq 9. 

The platform will offer upgraded thermal management and new battery technology to improve efficiency and reduce costs, but it’s unclear when Hyundai will begin launching its next-gen EVs. The brand’s first EVs are five years old, so the replacements should begin arriving in the next few years.  

56

Motor1’s Take: We are not shocked that Hyundai would double-down on its fake gearshift technology. Despite the criticisms, people are enjoying the it, so much so that other automakers have followed Hyundai’s lead and add similar software enhancements. 

We want your opinion!

What would you like to see on Motor1.com?

Take our 3 minute survey.

– The Motor1.com Team

Motorcyclists come in a wide variety, and so do their motorcycles. Some bikers prefer the plushness of a couch on two wheels, while others prefer scalpel-like precision in the corners. Some like their bikes to be generalists, so they can commute on weekdays and have fun on weekends. But there are some motorcyclists who prefer a bike that’s as reliable and easy to maintain as a hammer.

There are many bikes out there that offer top-notch reliability. Heck, even some Harley-Davidsons these days are well-regarded for their reliability! But no manufacturer comes close to Honda when it comes to easy long-term ownership, and there is one Honda dual sport bike that carries the torch here for offering the best reliability and easy long-term ownership.

Honda Motorcycles Are Known For Long-Term Ownership

Front low profile static shot of the 2026 Honda Gold Wing outdoors.Honda Powersports

Honda often dominates the charts when it comes to reliability and easy long-term ownership. The perfect example is often seen on US highways: a decades-old Honda Gold Wing with six-digit mileage on the odometer, still taking someone around the country without much fuss. Honda has built this reputation with the engine’s conservative tuning, emphasis on accessible engineering, and high-quality materials. Honda motorcycles prioritize longevity over all-out performance, which makes them easy to maintain and durable in the long run.

A rider cornering aboard the 2026 Honda CBR650R on a racetrack, front fascia cinematic shotHonda Powersports

Across segments, Honda motorcycles are often regarded as the easiest to own. Think of the Africa Twin, Gold Wing, NX500, or even the CBR line of sports bikes. These bikes may not be as powerful or exciting as their rivals (save for the top-of-the-line CBR1000RR-R Fireblade SP), but they are certainly among the most reliable motorcycles you can buy in the segment, followed closely by their rivals from Suzuki, Kawasaki, and Yamaha.

A rider cozily riding the Honda NX500 on the streets, front third quarter viewHonda Powersports

Honda sells over 50 motorcycles today in the US, by the way, but among these bikes, there is one that often flies under the radar. But as far as long-term ownership is concerned, this Honda is perhaps the most reliable and easiest to maintain. It combines old-school simplicity with serious off-road performance. If you haven’t guessed it already, it’s the Honda XR650L. Here’s how this dual sport quietly dominates long-term ownership.

Related

How The Honda XR150L Masters Both City Streets And Dirt Trails

For under $3,100, this Honda motorcycle is truly a unicorn. It excels on tarmac and trails and even gets accessories to dial up practicality.

The Honda XR650L Dominates Long-Term Ownership

2022 Honda XR650L front shot in front of sunsetHonda

The Honda XR650L has been around since 1993, and it’s virtually unchanged since then. This 650cc dual sport still retains the old-school charm and simplicity that made older dual sports so special. While it may look outdated compared to newer, more modern dual sports, it’s still nothing to scoff at. It offers an undeniable level of simplicity that makes it one of the most reliable and easy-to-maintain bikes you can buy today, but under an experienced hand, it can make modern dual sports sweat on trails.

2025 Honda XR650LHonda

Despite being over three decades old, the XR650L remains a favorite among dual sport riders for a reason. The XR650L is designed for one purpose: to go anywhere without complaints. It features the RFVC thumper engine from the NX650 Dominator, plonked in a lighter and off-road-ready XR600 chassis, giving it incredible off-road prowess. It does that while being super easy to run and maintain. Think of the XR650L as an outdoor cat. Feed it once in a while, and it will be around for years to come.

The XR650L Starts At $6,999

The Honda XR650L starts at a tempting price of a buck under $7,000, with performance and durability to justify that price. Compared to other 650 dual sports from Japan, the XR650L is also the most dirt-focused. The Kawasaki KLR650, with the same price tag, is more of an adventure bike, while the Suzuki DR650S, starting at $7,299, sits somewhere between the two. The other big-bore dual sport, the KTM 690 Enduro R, is thoroughly modern and properly capable, but it is also very expensive at $13,399, and it can’t match the XR650L in terms of reliability and easy maintenance.

Related

The Tourer Built For Riders Who Plan To Keep It Forever

No other touring bike holds up like this one. It’s the last bike you’ll ever need to buy for long-term, real-world use.

The XR650L Has A Life Expectancy Of A Diesel Truck

Rider on a 2025 Honda XR650LHonda

A user on Reddit asked about the Honda XR650L’s life expectancy, and the highest-rated response said it was somewhere in the neighborhood of 80 years. Sure, there might be slight exaggeration here, but it only goes to show how durable the XR650L is. Credit here goes to the bike’s simple design, low-stress single-cylinder engine, and durable underpinnings, which make it super easy to maintain. Owners report that all you need is a shop manual and some basic tools to work on it, that is, if it ever faces any issues.

Plenty Of High-Mileage Examples Around

2025 Honda XR650L dual-sport motorcycle featureHonda

According to owners, the XR650L has the potential to rack up serious mileage with nothing but routine maintenance along the way. Look at online forums and classifieds, and you’ll quickly come across plenty of high-mileage examples of the XR650L. Many owners report over 70k miles, with one owner reporting over 121k miles with nothing but a carburetor cleanup, new brake lights, and a new battery over the years.

Low Ongoing Ownership Costs

2026 Honda XR650L off-roading on a challenging trail, front fascia viewHonda Pweorsports

Ongoing ownership costs are also minimal and typically related to consumables like oil changes, new air filters, new brake pads, and basic DIY maintenance. Owners report the bike requires a valve clearance check after roughly 20 hours of off-roading, which is reportedly easy to do since the engine uses a simple screw and nut adjuster rather than expensive shims. The bike’s dual sport tires last between 3,000 and 6,000 miles, depending on the brand and riding style, and brake pads are inexpensive at $30 to $50 per axle.

Honda XR650L dual-sport motorcycle sealed battery box close-up shotHonda

The XR650L has been around for a long time, too, so most of the issues have been ironed out over the years. Owners don’t report any major common issues, but there are still some things to look for. The bike’s small battery only lasts 3 to 4 years, and the stator/regulator can sometimes face issues, which can cost $150 to $300 in parts. Some owners also rejet the carb to fix factory-leaning problems, which should cost you $50 to $100 in parts.

There’s Hardly Anything To Go Wrong On The Bike

Honda XR650L dual-sport motorcycle handlebar close-up shotHonda

The XR650L is also a very bare-bones motorcycle, lacking any of the modern amenities you’d expect in 2026. There are no LED lights, ABS, or even fuel injection. Instead, Honda lists an electric starter and a sealed battery in the features list, and this is a good thing as there’s little to break on the bike. In a time when bikes are packed with complex electronics, this lack of features is a breath of fresh air. The bike also benefits from the usual Honda perks like a vast service network, cheap parts, and an available HondaCare Protection Plan.

Related

10 Dual-Sport Bikes That Are Just As Comfortable On The Highway

These dual-sport bikes take the ‘dual’ part seriously.

Old-School Thumper Engine And Serious Off-Roading Chops

2025 Honda XR650L engineHonda

The lack of features doesn’t mean the bike isn’t good on the road or trails. On the contrary, the XR650L is among the most capable big-bore dual sports out there. At its heart sits an age-old air-cooled 644cc single-cylinder that produces 43.6 horsepower and 38.2 pound-feet of torque with a broad powerband, which is good enough for everything from commuting to an occasional triple-digit highway run. The thumper design offers plenty of low- to mid-range grunt, which should help you tackle challenging off-road terrains, too.

Side view of the 2021 Honda XR650L taking on some rough terrain.Honda

The engine is also as simple as a modern motorcycle engine can get. It’s air-cooled and runs a 42.5mm constant velocity (CV) carb, single overhead camshaft (SOHC), and a five-speed gearbox. There’s a gear-driven counterbalancer to smooth out the vibrations. This simplicity adds to the bike’s dependability, making the engine easy to fix and maintain in the long run. Owners report that the engine only requires regular oil changes and an occasional carb clean to keep thumping along for years.

Designed To Take On The Worst Terrains

Honda XR650L dual-sport motorcycle steel frame close-up shotHonda

The engine hangs in an old-school semi-double cradle steel frame, which brings balance and rigidity to the package. The unique frame holds engine oil in its spine, acting as an oil cooler while raising the ground clearance to a whopping 13 inches, which is the highest in the 650 dual sport class. The frame sits on adjustable Showa suspension with over 11 inches of travel on both ends. The ground clearance and a light curb weight of under 350 pounds give the XR650L an edge over the KLR650 and DR650S.

Rider on a 2025 Honda XR650LHonda

The bike also ticks the box for other little things. The aluminum-box swingarm features a quick-detach rear wheel, and a 21/18-inch spoked wheel combo allows the bike to take on the roughest roads. Rounding out the package are a 256mm disc at the front and a 220mm one at the back. The only caveat here is the towering seat height of 37 inches, but once you get the hang of it, you’ll be unstoppable on trails.

Source: Honda Powersports.

Open the pleasingly weighty door with its frameless window and what faces you is clearly a big departure from existing Mazdas. Instead of an array of buttons, a small screen and lots of interesting shapes, you get a massive touchscreen on an otherwise fairly plain dashboard. Judging by the new CX-5 SUV, which is a complete Mazda original, the brand is clearly happy to go down this route, but whichever your preference, it must be said that something of what normally sets Mazda apart is being lost.

To its credit, you can see where it’s put the effort in to differentiate the 6e from the source material. In Takumi Plus trim there’s lots of nice caramel-coloured leather and suede, which gives a classy feel, though it’s somewhat let down by the scratchy feel of the faux-leather around the windowsills. Standard Takumi trim gets synthetic leather in either beige or black.

Conversely, being able to see what Mazda has managed to change means you can also clearly spot what couldn’t be altered. This is exemplified by – stick with us here – typography. Mazda has quite a distinctive, classical font that it uses across its website, literature and the infotainment of its ‘own’ cars. In the 6e, it pops up here and there but not consistently. Instead, it’s mixed with more generic letters and numbers.

All the screens feel very Chinese. Like in many BYDs, Jaecoos, GWMs and the like, a lot of information, widgets, icons and graphics are thrown at you with little sense of hierarchy, which makes it all harder to use on the move than it should be. And, because the main 14.6in screen is angled away from the driver – or towards those in left-hand-drive cars, such as those in China and Europe – and so large, it can be especially distracting to hit icons in the top-left corner, while on the move. 

There are much worse digital interfaces out there; here you have Apple CarPlay, Android Auto, the climate controls are in a permanent toolbar at the bottom of the screen and it’s pretty responsive, but none of it is particularly pleasing. Mazda likes to talk about craftsmanship, but this gives off cheap Android phone vibes. Particularly so the built-in sat-nav, which read a direction to ‘6G road’ as “s-i-x gee road”, rather than just saying “six”, as a human would. 

Helping matters is the inclusion of two shortcut buttons on the steering wheel, which can be mapped to functions that should really be permanent fixtures: wiper speed, the strength of the regenerative brakes and whatsuch.

The driving position places you slightly too high in relation to the controls, with your head in the rafters. But because there’s enough adjustability and a comfortable seat, you get used to it.

Rear seat passengers have ample knee room, but a high floor and a low roof mean it’s not as accommodating as it seems at first.

The boot is quoted at just 336 litres, although it seems like more, and there’s a 72-litre frunk with a handy fitted removable basket.

• Japanese automakers are now selling American-made vehicles in their home country.   
• Nissan and Toyota are warning buyers that the quality of these vehicles might not match expectations.   
• Both warn buyers of poor paint, misaligned panels, and other possible defects.   

In an embarrassing twist of fate, American-made vehicles imported to Japan from Toyota and Nissan come with a notice for buyers—the quality might not be up to par with what Japanese buyers expect.

Last year, US President Donald Trump signed a trade agreement that opened the island nation to US-made vehicles. Toyota and Nissan are now shipping the American-made Tundra, Highlander, and Murano to the island nation, but they might have defects domestic buyers aren’t used to seeing.

Photo by: DW Burnett / Motor1

The notice on the Murano states (translated) that “this vehicle is manufactured to specifications intended for overseas markets and differs in quality standards applied to vehicles destined for the Japanese domestic market.” 

The notice continues, stating that the SUV may have dust particles in the paint, traces of sealant residue, or misaligned or uneven panels and gaps. Thankfully, Nissan notes, “These differences do not affect the vehicle’s functionality or performance, so you may use it with confidence.”

Toyota has a similar warning on the Tundra and Highlander, stating that the paint finishes are “designed for overseas markets” and that customers may notice thin paint, color variations, polishing marks, and dents.   

Both automakers also warn buyers that several features might not work in Japan or haven’t been homologated, such as the Murano’s instrument cluster and infotainment display. The Nissan only offers English, Spanish, and French. On the Toyotas, features like traffic sign recognition and maps won’t work.

Motor1’s Take: It’s unclear whether these cosmetic issues will bother Japanese buyers interested in these American-made vehicles. It might be other issues that deter potential customers, such as the lack of certain country-specific features.  

We want your opinion!

What would you like to see on Motor1.com?

Take our 3 minute survey.

– The Motor1.com Team

If you want everything an SUV can offer, a full-size three-row SUV is the objective choice for a blend of practicality, functionality, and premium feel. Luxury full-size SUVs like the $87,500 2027 BMW X7 xDrive40i or $90,250 2026 Mercedes GLS 450 4MATIC provide a distinct allure to the segment, but in terms of raw functionality, they are lacking when compared to the $83,195 2026 GMC Yukon Denali. You will likely pay more for less convenience when considering a German alternative, especially if you have a family of more than five. Considering that the average new luxury full-size SUV costs about $100,000, buying one is not a decision you take lightly. To drive the point home, we have compiled a list of the ten best features of the Yukon Denali that demonstrate how it beats out typical luxury SUVs.

Super Cruise Hands-Free Tech

The Standard Of Driving-Assistance Systems

2024 GMC Yukon Denali Super CruiseWilliam Clavey | TopSpeed

Super Cruise is one of the most desirable optional features of the GMC Yukon Denali. This driver-assistance technology allows for hands-free driving on compatible roads. This feature is bundled as part of the $5,235 Advanced Technology Package, which also includes a rear-camera mirror, a rear-seat media system with dual 12.6-inch touch-sensitive screens mounted to the front seat backs, and two wireless two‑channel headphones.

2026 GMC Yukon Rear-Seat ScreensGMC

Also included is the Advanced Security Package, three years of OnStar One, and the Max Trailering Package, which includes an integrated trailer brake controller, a hitch view, and a blind zone steering assistance feature specifically designed for trailering. One of the most interesting details of this package is the upgraded radiator, which is a beefed-up unit designed for better performance than the stock option.

Standard 6.2-liter V-8 or Turbo Diesel

The Best Of Both Worlds

2026 GMC Yukon Engine BayGMC

In the base configuration of the 2026 GMC Yukon, the standard engine is a 355-horsepower 5.3-liter V-8. For an SUV of this size, this engine is a bit underpowered. That’s why, on the Denali trim, you get only the two better options: the 420-hp 6.2-liter V-8 or the 305-hp 3.0-liter inline-six turbo-diesel. On the base Denali trim, the 6.2-liter starts at $86,195, while the 3.0-liter Duramax turbo-diesel is priced at $89,880. The question is: is the diesel worth the premium?​​​​​​​

General Motors

Well, if you opt for the top-trim $108,195 Denali Ultimate, the Duramax turbo-diesel is standard, and the 6.2-liter V-8 is the premium option, starting at $109,695. The primary benefits of the turbo-diesel are massive gains in fuel economy, low-end torque, and overall driving range. The Duramax turbo-diesel offers about 20 city mpg and 26 highway mpg, while the 6.2-liter V-8 provides an EPA-estimated 14 city mpg and 18 highway mpg.

2025 GMC Yukon Denali Ultimate engineGarret Donahue | TopSpeed

The Duramax powertrain will allow you to drive past 600 miles on a single tank, making it ideal for long road trips. If your primary use is getting around the city, you are better off with the 6.2-liter V-8, as you won’t reap the additional benefits of the fuel economy while also avoiding the complexities of servicing modern diesel engines.

15-Inch Diagonal HUD

Standard On Denali And Denali Ultimate

Close-up shot of 2026 Lincoln Corsair HUDLincoln

One of the most convenient features that ensures your eyes stay on the road is the multicolor 15-inch diagonal HUD that comes standard on both Denali and Denali Ultimate trims.

Cadillac Vistiq head up displayCadillac

The key information that can be displayed directly in your line of sight is your speed, mobile alerts, navigation, forward-collision alert, lane departure warning, and your cruise control set speed. There is also an off-road view that can track vehicle grade and tilt angle, and the entire system is controlled directly through the center 16.8-inch infotainment screen, where you can customize brightness, placement, and more.

Related

The Most Comfortable SUVs For Long Road Trips In 2026

These select SUVs are built to make extended weekends as easy as possible.

Air Ride Adaptive Suspension

As Comfortable As A Full-Size SUV Can Get

2026 GMC Yukon Off-RoadingGMC

One of the best options for the GMC Yukon Denali that comes standard on the Denali Ultimate trim is the adaptive air ride suspension system. This $1,000 option is available only when bundled with the Sun & Power Step Package, which includes a panoramic sunroof and power-retractable assist steps with LED perimeter lighting.

A diagram of the Air Ride Adaptive SuspensionChevrolet

This adaptive air suspension system allows for variable spring rate adjustment and can adjust the stiffness and pressure of the system to optimize ride comfort. There are also automated ride height options that can help improve ground clearance, enable passenger entry/exit, and improve aerodynamic performance. With automatic load-leveling, your suspension will always remain in the ideal ride height range, even with a heavy load or a trailer equipped.

Magnetic Ride Control

Standard Across All Trims

Exterior and interior views of 2025 GMC Yukon Denali Ultimate.Garret Donahue

While the adaptive air suspension handles the weight support and vehicle height adjustments, Magnetic Ride Control, or ‘MagnaRide,’ optimizes how quickly the suspension moves up and down, also known as damping. When combined with adaptive air suspension, MagnaRide provides the highest-quality and most technologically advanced suspension control available.​​​​​​​

Exterior and interior views of 2025 GMC Yukon Denali Ultimate.Garret Donahue

​​​​​​​MagnaRide still works well when paired with traditional steel coil springs, but it is more suitable for performance applications where comfort isn’t a priority. The two systems working in tandem provide the ultimate luxury experience where cabin movement feels almost too smooth. Cabin isolation is one of the key features of luxury vehicles, and this combined adaptive suspension system offered by the Denali is one of the best you can buy today.

16-Way Power Front Seats With Massage Function

Finish A Long Drive Feeling Rejuvenated

Exterior and interior views of 2025 GMC Yukon Denali Ultimate.Garret Donahue

The Denali Ultimate delivers exactly what its name promises. For shoppers seeking GMC’s most premium experience, this range-topping trim stands out as the clear choice. It combines upscale materials, advanced technology, and exclusive details to create a more refined take on the already capable Denali formula.

Interior views of 2025 GMC Yukon Denali Ultimate. Garret Donahue

For the front two passengers, one of the biggest selling points is the 16-way power full-grain leather front seats that are only available on the Denali Ultimate trim. These are currently the most comfortable seats GM has on the market. Adjustability functions include four-way lumbar support, cushion length extension, and power bolsters. The multi-contour massage functions steal the show, with multiple modes, targeted zone configurability, and adjustable intensity.

Related

10 Reliable Full-Size SUVs Built In The Last Decade

Needing a full-size, reliable SUV? We’ve got you covered.

Bose 18-Speaker Sound System

An Aural Experience That You Need To Hear To Believe

Interior views of 2025 GMC Yukon Denali Ultimate. Garret Donahue

Undoubtedly, a premium audio system is a key detail of any luxury SUV, and the Denali Ultimate’s sound system is designed to impress. Exclusively available and designed specifically for the Denali Ultimate is the Bose Performance Series 18-speaker audio system.One of the most notable features of this system is the UltraNearfield headrest speakers, which are built directly into the front headrests for a level of immersion that must be heard to be understood. The result is a deep 3D soundscape that provides remarkable clarity and power without blasting the volume. Is this the best audio system you can get new today? Perhaps not, but this 18-speaker system is a quality offering no matter how you look at it.

Executive Second Row Seating Package