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Robs E92 BMW M3 review cover
Used Car Reviews

The BMW E92 M3 is a modern classic immortalized by a fervent V8

The BMW M3 has been synonymous with performance since its inception in the 1980s. It was born from the company’s need to homologate a new car for Group A touring car racing. It went on to be the most successful touring car in history and has gone on for six generations over the past thirty-six years. And even though BMW has made changes along the way, it mostly stuck to the same formula that made it so successful. As much as I’d like to sit and ramble about the different generations, for the purposes of this article, I’ll be focusing on the fourth-generation BMW E92 M3. It could be said that it was the peak of M3 production, a type of car that BMW simply can’t make today because of regulations. And I think they knew then they built it, a kind of swan song, paying homage to all the M3s that came before it. But let’s dive in and see if it’s worth snagging that E92 M3 for sale from your friendly neighborhood car-buying sites.

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BMW E92 M3
Image credit: Rob Crespo

Prices and specs

The majority of fourth-generation M3s sold were well-optioned. So, a lot of cars are going to have leather seats, iDrive with navigation, and other fancy luxury items you might find in the mid-aughts, like heated seats and those cool power folding mirrors. Remember, it’s an older car, so there is no CarPlay or Android Auto without aftermarket modification. Electronic damping control (EDC) was also common. The coupes came standard with a carbon fiber roof unless they were ordered with a sunroof. In 2010, BMW released the Competition Package. It featured a 10mm lower ride height, a different set of parameters for the electronic damping control, and a set of wheels specific to the Competition Package. 

New prices (2008 to 2013):$56,500 to $62,845
Approximate used prices:$25,000 to $45,000
Engines choices:4.0-liter DOHC V8
Transmission choices: 6-speed manual, 7-speed dual-clutch automatic
Drivetrain choices:Rear-wheel drive
Power:414 horsepower
Torque:295 pound-feet
Weight:3,704 pounds
0-to-60 mph:4.3 to 4.7 seconds 
1/4-mile:12.6 seconds
MPG:14 city, 20 highway, 16 combined 
Fuel capacity:16.6 gallons

The V8 engine, dubbed S65, was based on the S85 V10 used in the 2004 to 2010 E60 M5, with minor changes to improve reliability and reduce weight. It spewed out 414 horsepower at a dizzyingly high 8,400 rpm and 295 pound-feet of torque at a still-kind-of-high 3,900 rpm. It also weighed 33 pounds less than the inline-six it replaced. It has eight individual throttle bodies controlled by two electronic actuators with a massive air plenum perched atop and a set of equal-length, four-to-one headers for the exhaust. You could have the car with your choice of either a six-speed manual transmission or BMW’s then-new seven-speed DCT, which were both equipped with a transmission cooler. A limited-slip differential was standard, christened “M variable differential lock.” 

The price of a used M3 from this generation has been on the rise lately, even before it made Hargety’s Bull Market list this year. Depending on condition, mileage, maintenance records, and options, they can run anywhere from $25,000 to $45,000. Generally, cars with fewer options demand a higher price, especially “single hump” cars without navigation, referring to the dashboard construction. The lack-of-a-sunroof “slick top” will also cost you extra, especially for E90 sedans. And if you’re the kind of person who wants a unique color, that’s also going to add a few dollars to the price. But if you don’t mind cars that have 100,000 miles or more and are a common color, a well-maintained example will set you back $25,000 to $30,000 in today’s market. 

Oh yeah. There were technically three members of the E9x family. There is the popular E92 coupe and the far less common and arguably less sought-after E93 Cabrio and E90 sedan.

What’s hot?– Bonkers V8 engine 
– Balanced chassis 
– Rewarding drive
– Resilient on and off the track
– Shockingly versatile for everyday use
– Abundant aftermarket support

Review round-up

I’ve always been a fan of history, and taking a look back to see what the professional opinion havers (auto journalists) and consumers thought of the M3 was entertaining. Unbeknownst to me, the car was met with extremely high praise from everyone who reviewed it—finding only a handful of small issues. Fuel economy, which I can attest to, is nothing to write home about. The addicting sounds bellowing from the engine certainly don’t help keep your foot off the throttle.

BMW E92 M3
Image credit: Rob Crespo

“Our M3 was a sedate and luxurious sedan as well as a supremely rewarding driving machine. Docile in inclement weather and smooth enough to transport your grandparents (if you can resist temptation), the M3 was equally primed for backcountry road-smash mode, where it would fire every synapse in your brain related to driving pleasure. And then you’d find the M Drive button, which holds your preferred throttle, traction, and damping settings. With one press, everything somehow managed to get better. This is the M3’s genius. There are faster cars, yes, and there are a few that are more rewarding to drive. But of those, we challenge you to find one that combines speed, thrill, and daily driving duties as deftly as the M3.”

Carlos Lago, Motor Trend 2009 BMW M3 verdict

“With the M3’s many buttons, you can make of it what you want: loafing commuter, track animal, high-speed touring express. But no matter how you set it, the M3 astounds. There’s more front-end grip than most people have the guts to exploit, the steering wheel able to carve perfectly elliptical arcs up a winding road at foolish speeds. Where the 911 battles each corner, sometimes in a nerve-jangling sine wave of alternating grip and push, the M3 is dead calm.”

Aaron Robinson, Car and Driver 2009 Porsche 911 Vs. 2009 BMW M3

“Not exactly a lightweight at an estimated 3650 lb., needs more than just a carbon-fiber roof panel to be race ready — although from the performance numbers and driver’s seat it would be hard to tell the M3 is heavy. It feels light and agile. Getting the car to its limits feels smooth and progressive. Few cars combine this level of performance with such docile behavior.”

Shaun Bailey, Road and Track 2008 BMW M3 road test

“A car has got to be pretty spectacular to win over the curmudgeons here at 1585 Eisenhower Place, especially when familiarity sets in over the course of 40,000 miles. But our Sparkling Graphite Metallic M3 did indeed win us over. For less than $70,000, the M3 bolts from a standstill to 60 mph in 4.3 seconds and turns the quarter-mile in 12.7 seconds at 113 mph. It pulls an exceptional 0.96 g on the skidpad, stops in 147 feet from 70 mph, and reaches a governor-restricted 161 mph. On a racetrack or a back road, it’s a beautifully balanced and hugely entertaining machine.”

Mark Gilles, Car and Driver 2008 M3 long-term wrap up

“I am a proud owner of a BMW M3 and I enjoy driving my vehicle whenever I have the chance. Starting off with the exterior of the M3. My M3 is white, and I absolutely love looking at it from a distance and also when I walk away… kinda creeps some people off, haha. Moving on to the interior cabin. Very nice black leather with the signature BMW stitching on the steering wheel. The navigation systems could use some work. First-time users such as myself would have a difficult time unless you are technology savvy. This is my first BMW, and I am very impressed with the styling, detail of the vehicle, and the way it drives. It truly is the ultimate driving machine. The description of my driving experience isn’t included in my review simply because you have to drive it to experience it yourself. Go test drive an M3 now what are you waiting for!?”

Consumer review of a 2013 M3 Kelley Blue Book

“I purchased this car used in August of 2014 with 16,000 original miles. I have owned a 2004 M3 and a 2008 M3. This is by far one of the most exciting cars to drive that I have ever owned. The car is bulletproof. This is the last naturally aspirated V-8 made on the M3 platform. BMW changing (in my opinion) back to the straight six-cylinder was a huge mistake. This car is a 13-point Dinan-equipped car. Nothing but positive comments about the looks, engine sounds, and overall styling. Do yourself a favor if you are considering this car… Just drive one. Not cheap to maintain or fix, but worth every penny!”

Consumer review of a 2009 M3 Kelley Blue Book

“Handles great, love the engine sound and performance. Spent a lot of time in the shop, though. Dual-clutch broke, navigation broke, blue tooth broke, passenger seat controls broke, rear differential fluid needed to be replaced, etc. My nav has been broken for almost a year and says, ‘please wait,’ indefinitely every time I try to use it. The service deparment claims that their tests show that it is working fine! Not worth the hassle in my opinion.”

Consumer review of a 2011 M3 Kelley Blue Book

“Meets all expectations . Sporty and classy. Definitely a head turner. I receive compliments from total strangers. People are still impressed with the retractable roof. I feel this car is undervalued. Purchased used for 30k with only 40k miles. Great price. I will get years out of this car. Very impressed with the handling and pick-up.”

Consumer review of a 2013 M3 Kelley Blue Book

The other slap on the wrist was the early and somewhat clunky iDrive unit in the  2008 models. This was replaced in 2009 when the car underwent one of BMW’s famous LCI (facelift) updates, making the system much more user-friendly. Even the average consumer gave the car stellar reviews. They loved it for its style, performance, and overall usability for a sedan that keeps up with outright sports cars. However, as I’m sure you could see in a couple of those consumer reviews, there were reports of this German car doing stereotypical German car things. No one is perfect, I suppose.

BMW E92 M3
Image credit: Rob Crespo

Driving and ownership impressions

The commute

Working as an automotive technician has given me the opportunity to drive a plethora of different cars, including different generations of M3. But it wasn’t until I bought my own 2009 E92 M3 two years ago that I really got to know what it was like to own one. 

As a daily driver, I found it better than expected. Plenty of useable space for dogs, kids, groceries, or whatever homeowner crap I bought from Home Depot. It deals with my twenty-mile commute without a problem. With the suspension set in comfort mode, it soaked up most of the cracks, divots, and expansion joints that pepper the 57 and 91 freeways. Everything about the interior was well thought out. The controls are intuitive and have a solid feel to them. The seats, even with the obvious bolstering, are comfortable on long trips. Of course, it’s helpful that they have adjustable bolsters and power lumbar support.

If it weren’t for the outdated iDrive system, you wouldn’t think you were sitting in a car that debuted in 2008. However, despite its inability to link to a newer iPhone, the infotainment system still does the job. You just have to plug into the auxiliary port if you want to stream from your phone unless it’s a 2011, and then you can just stream using Bluetooth. Even the cup holders provide a perfectly adequate place to put your morning coffee. And by adequate, I mean I’ve never inadvertently spilled anything. Plus, on those rare mornings when the freeway is wide open, you can get to work really fast. Really fast.

While the M3 functions just fine as a commuter, there are better cars for that, which is why it’s been replaced with a Nissan Leaf. This car was purchased for two reasons: Explore the vast and wonderful canyons and backroads of Southern California and turn laps at the track. 

In the canyons and at the track

This car is the last of the old guard. An M3 powered by a high-strung naturally aspirated engine backed by a manual transmission. Driving it over the undulating ribbons of asphalt cutting through the mountains behind Los Angeles is one of the rare events everyone needs to experience.

The V8 fills your ears with the abundant sound of induction and exhaust as you push into third gear headed toward a fast-approaching corner. The talkative hydraulic power steering lets you know what the front end is up to as you turn in after a dab of braking. You can feel the tires grabbing hold of the asphalt, and even mid-corner adjustments are effortless. The brakes are responsive without being overly grabby, and you’ll be hard-pressed to overheat them on the street. The whole car feels composed and, despite its weight, agile. Visceral sensations abound, even at what one might call reasonable speeds in a canyon setting. It’s part of what makes the car so special. You don’t need to push it to enjoy it. The character that comes from the drivetrain makes the car feel alive regardless of your pace. 

BMW E92 M3
Image credit: Rob Crespo

In my mind, having a car like an M3 and not taking it to the track doesn’t make much sense. So, I took mine to the track as often as I could. As impressive as the car was in the canyons, it was even better on track. After a simple change to high-temperature brake pads and fluid, even with an amateur driver like myself behind the wheel, the car filled me with enough confidence to attack every corner with the ferocity of an angry badger. The chassis is balanced enough so that even when I overcooked a corner, there’s only a touch of understeer that was easily overcome. Heel-toe downshifts were handled easily, thanks to the on-point pedal spacing.

Even with 148,000 miles on the original suspension, it still held things together in the corners. Of course, with the weight of the car, there was some body roll when I pitched the car into a turn. The engine pulls and then pulls some more, and then it bounces off the rev limiter because I forgot to shift. But even after a day at the track, having pushed the car as close to its limits as I could, everything held together with no overheating, no brake fade, no matter how hard I sent it. 

Keeping it running

 Maintenance and repairs are the one thing everyone fears when they’re considering buying a used high-performance German car, so this section is a must. And I’m going to be straight with you here: it’s not the easiest car to work on, and parts certainly aren’t the cheapest. And yes, the rod bearings should be replaced. Mine certainly were. It’s a classic “better safe than sorry” situation because if you do spin a bearing, it takes down the whole engine. Mind you, the cost of a new engine outweighs the cost of replacing the rod bearings by a vast number of dollars.  

That being said, I haven’t experienced any world-ending failures. Repairs have consisted of replacing gaskets to take care of oil leaks and replacing service items like spark plugs, drive belts, and air filters. Standard old car affairs. The most shocking bill came when I had to replace the brake rotors. Those massive 14-inch front and rear two-piece rotors were far from cheap. The parts cost me well over $1,000, including pads and fluid. And when it comes time for an oil change, don’t think you can just grab engine oil at any run-of-the-mill parts store. The S65 V8 uses a special 10W-60 synthetic oil that you either have to order from your chosen online European parts supplier or the dealership.

The good news is that just about anyone handy with a wrench will have no trouble taking care of one of these cars in their own garage. After all, it is based on an everyday 3-Series. Just set aside some extra time when dealing with the engine bay, as it’s a bit cramped. And if you’re into modifying your car, the aftermarket support is phenomenal. Whether it’s improving the suspension, the endless search for more power, or cosmetic changes you’re after. You better believe it exists. 

What’s not?– Atrocious fuel mileage
– High cost of maintenance 
– Low front end likes to scrape on everything 
– Be wary of throttle body actuators and rod bearings in high-mile cars
– Older platform means no CarPlay/Android Auto connectivity without mods

Should you buy a used E92 M3?

The 2008 to 2013 BMW E92 M3 is not for the faint of heart. So that question really depends on what you’re after in a car. If you’re looking for something that gets great gas mileage, is cheap to maintain, and will simply function as a large, wheeled appliance, then no, you absolutely shouldn’t buy one. However, if you want a car that stirs your soul every time you get behind the wheel and you don’t mind putting up with the extra cost and effort to keep it going, then yes, you absolutely should. But you’d better hurry because they’ve already started to catch the eyes of collectors, and you don’t want to get priced out of the market. 

BMW E92 M3
Image credit: Rob Crespo

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A motor court driveway full of vehicles overlayed with the text "Acceleramota presents: The best car deals of the day"
Deals

Over 50 of the best lease deals and car sales of April 2024

Among our favorite pastimes at Acceleramota is mindlessly scrolling through car deals and sharing the best ones to help people like you (or myself) save money. Ask my wife. The only way I can muster the strength to get out of bed is to find the most cursed Facebook Marketplace listing that morning, and from the laughter-induced dopamine rush, I emerge. But, in genuine pursuit of the best lease deals and finance offers, nothing beats CarGurus. Our marketplace of choice for new and used cars, CarGurus, will connect you directly with a local dealer to redeem these sweet, sweet car lease deals and sales you’ll find on vehicles from all the top auto brands, including Kia, Mazda, Jeep, Chevrolet, Honda, and more!

Quick notes before I set you loose! As some dealers recently signed up with the Internal Revenue Service (IRS) to apply EV tax credits at the point of sale, keep an eye out for these models. Purchasing one from the right dealer could add even more savings – up to $7,500. That said, if you lease an electric car, any electric car, including plug-in hybrids like the Mazda CX-90, is eligible. In my experience leasing an Alfa Romeo Tonale, dealers are happy to pass on the savings. And when you’re in the market for a luxury vehicle, leasing can make more sense than buying anyway, especially when you can write it off on your taxes.

And don’t forget this. If you think you can score a better lease deal than what’s advertised here, you probably can. Dealer-specific lease offers can sometimes beat out what’s advertised by the manufacturer, depending on inventory and regional trends. So, if you suspect you can score an even hotter lease deal, then by all means, contact your local dealers, which you can do through consumer sites like CarGurus.

(Editor’s Note: Updated March 25, 2024. Now see an all-new deal by Hyundai plus new or refreshed offerings from BMW, Buick, Chrysler, GMC, Audi, Acura, and Land Rover!)

Skip to featured manufacturers:

Acura deals and finance offers

2024 Acura Integra | $349 per month for 24 Months ($4,999 due at signing)

2024 Acura Integra
Image credit: Acura

The Integra has a more defined and premium feel than other vehicles in its category, Civic-based or not. While it might not be as flashy as its rival companies, it certainly makes up for those shortcomings in how it handles the road smoothly and safely. It’s a decent value for its proportions and a worthwhile successor to the old Integra nameplate, complete with a decent and lengthy warranty compared to its rivals in this space.

2024 Acura RDX | $459 per month for 24 Months ($5,999 due at signing)

2024 Acura RDX
Image credit: Acura

Acura’s RDX checks a lot of the boxes for those wanting a compact SUV at a solid price. While some might deem the looks as boring it is, however, very safe. If you need all-wheel-drive and plenty of space the RDX is a solid pick. Value over flash, this is a balanced vehicle for the everyday. The RDX is also a top safety pick from the Insurance Institute for Highway Safety (IIHS). 

Audi deals and finance offers

2024 Audi Q5 | $549 per month for 24 Months ($4,943 due at signing)

2024 Audi Q5
Image credit: Audi

Audio continues its history of comfort with the Q5. This luxury SUV is superbly quiet for its size, but they do say true luxury whispers. This model adds heated steering wheels as a standard. So if chilly morning commutes are a part of your week, this good be a lifesaver. Speaking of which, the Q5 faired well in crash tests. This paired with automated emergency braking, forward-collision warning, blind-spot monitoring, and rear cross-traffic alerts you’ll feel more than secure even with up to five passengers.

2024 Audi A3 | $459 per month for 24 Months ($5,999 due at signing)

2024 Audi A3
Image credit: Audi

For 20 years, the A3 has been an affordable small sudan and steady seller for Audi around the world. A more fuel-efficient entry makes this a great day-to-day sedan for the aspiring yuppie. The A3 is a bit more expensive than comparable vehicles but it is a smidge more performance-focused with a dose of added modernity and maturity. So what do you need for a few extra thousand? But all signs point to this being a dream to drive in all types of weather.

Buick deals and finance offers

2024 Buick Envista | $179 per month for 24 Months ($4,319 due at signing)

2024 Buick Envista
Image credit: Buick

The Envista is incredibly versatile, and it should cost an arm and a leg… But it doesn’t. Given the current market, this subcompact SUV is very affordable and well worth the investment. Buick designed this with a beautiful exterior, giving off the vibe that it’s a high-end luxury vehicle when it’s also a spunky, fuel-sipping crossover. It’s a good size for those who do not want to commit to a much larger SUV but still need the backseat space for pets, kids, and anything in between. A plus rating across the board for a Buick that’s under $25,000. Now, that’s crazy.

2023 Buick Envision | $259 per month for 24 Months ($4,859 due at signing)

Buick Envision
Image credit: Buick

Although the Buick Envision was discontinued in November last year, it is still an incredibly sleek compact SUV. Its sophisticated aerodynamic lines are in line with that of past Buicks. Exceptional fuel efficiency and smooth cruising have made this the 14th most reliable luxury and small compact SUV at iseecars.com. With heated seats and a heated steering wheel, this is a fan favorite for drivers in chillier climates. And the smart All-Wheel Drive means it tackles snow effortlessly.

2023 Buick Enclave | $299 per month for 24 Months ($8,789 due at signing)

Buick Enclave
Image credit: Buick

Buick is known for luxury, and they didn’t skimp on those details when designing the Enclave. A roomy interior means you can take up to seven passengers on your next trip, of which you’ll be riding in style. Every detail was well thought out with the lavishness you want from Buick. Plus, there is a moonroof for a panoramic view of the night sky. This is a dream for stargazers. The Enclave has a predicted reliability score of 85 out of 100, according to J.D. Power, which is great for an SUV of this stature.

BMW deals and finance offers

2024 BMW i4 | $499 per month for 36 Months ($4,599 due at signing)

2024 BMW i4
Image credit: BMW

BMW enters the all-electric chat. The i4 is a Gran Coupe that delivers a maximum range of up to 307 miles of smooth driving. With a driving performance that charts better than the gas-powered M cars that preceded it, this BMW is a fair entry into EVs. Now in it’s fifth-generation the eDrive technology is vastly improved. Even the position of the battery has changed the car’s center of gravity to ensure a smooth and secure ride every time. High-tensile steel and aluminum were used to mold this vehicle into a sleek beautiful car like only BMW could design.

2024 BMW X1 | $649 per month for 36 Months ($5,279 due at signing)

2024 BMW X1
Image credit: BMW

The BMW X1 is a classier station wagon. Just kidding, it’s BMW’s most affordable SUV. The X1 rates exceptionally on many lists in several categories and is probably one of the best SUVs available currently. Customers have noted its quick reflexes and roomy cabin, making it perfect no matter if it’s run to the grocery store or a jaunt out in the woods. A Benz for all seasons.

Jeep deals and finance offers

2023 Jeep Renegade | $339 per month for 42 Months ($4,599 due at signing)

Jeep Renegade
Image credit: Jeep

Outside of having a totally badass name, the Jeep Renegade is a solid and affordable SUV. This is Jeep’s smallest vehicle, and while this will be the year you’ll find it in America and Canada, there is still plenty of value in it. It’s dang roomy for its size, and the fuel efficiency is excellent, whether you’re running around town or heading into the wilderness for a camping trip. While it might not be as agile as its brother, the Wrangler, it handles bumps and humps better than many of its competitors.

2024 Jeep Wrangler | $349 per month for 36 Months ($4,899 due at signing)

Jeep Wrangler
Image credit: Jeep

Speak of the devil! The current-gen JL Wangler is the best version to ever exist. Packed with all the features, toughness, and reliability of previous generations, everything got upgraded. This off-road legend is timeless and always gets the job done. With a comfy interior and higher-end trims, you’d imagine this to be a much more costly vehicle than it is. There is a reason everyone knows the Wrangler. Trustworthiness and solid safety will earn you a legacy like that. 

Cadillac deals and finance offers

2024 Cadillac CT4 | $399 per month for 36 Months ($3,739 due at signing)

Cadillac CT4
Image credit: Cadillac

A solid entry in the luxury car space, the Cadillac CT4 is a compact premium sports sedan whose performance more than makes up for its size, thanks to the Camaro-based Alpha Platform chassis. This sporty and reasonably priced sedan allows those with a smaller budget to still enjoy the opulence of a Caddy. The Cadillac Smart System safety tech suite is really where the car shines and makes it worth every penny.

2024 Cadillac XT4 | $469 per month for 36 Months ($3,509 due at signing)

Cadillac XT4
Image credit: Cadillac

Cadillac’s smallest SUV is certainly big on details. A feature that truly makes this feel like a vehicle of the future is exterior LED lighting. Stay with me. Now, both the front and the rear have IntelliBeam auto high-beam. This is such a cool look on a very sleek SUV. With a nine-speed automatic transmission, front- or all-wheel drive, and a turbocharged engine, the XT4 certainly has speed on its side. If you think it’s time to own a Cadillac, you won’t regret this one. 

Chrysler deals and finance offers

2024 Chrysler Pacifica | $564 per month for 36 Months ($4,069 due at signing)

2024 Chrysler Pacifica
Image credit: Chrysler

My favorite thing about the Chrysler Pacifica is that it was so obviously used in product placement for a certain era of time, like in the Desperate Housewives PC game in 2012. A few Chryslers were but the Pacifica was prominent. But I digress, it has remained a best-seller for Chrysler and a fan favorite for soccer moms nationwide. It is, after all, America’s most-awarded all-wheel-drive minivan. This version is the only van that offers both gas and plug-in power.

Hyundai deals and finance offers

2024 Hyundai Ioniq 6 | $239 per month for 24 months ($0 due at signing) – expires April 1

Hyundai Ioniq 6
Image credit: Hyundai

One of the best affordable EVs just got significantly more affordable. As part of a short-term bid to increase the reach of their Ioniq sub-brand, Hyundai is offering the Ioniq 6 sedan for as low as $239 per month for two years until April Fool’s Day, meaning you can score a well-appointed rear-drive SE for far less than the cheapest lease deal on a Bolt or Tesla Model 3. How does over 300 miles of range and 225 horsepower sound on our daily commute? To me, I say not bad at all.

2024 Hyundai Elantra | $199 per month for 36 Months ($3,499 due at signing)

Image credit: Hyundai

One of the most affordable cars on the market, the Hyundai Elantra is in a class all its own. The 2024 version sees leaps in both tech and styling. The modern and streamlined shape makes it perfectly stylish for every day and long-haul journeys. This compact sedan also allows you to turn your phone into a key. Create a digital key to share with loved ones so they can unlock doors without your assistance. Integrating technology seamlessly into our vehicles and lives is all we’ve dreamed of.

2024 Hyundai Kona | $232 per month for 36 Months ($4,012 due at signing)

Image credit: Hyundai

The Kona is on the smaller side of SUVs, yet it manages all weather conditions with confidence and skill. Don’t let size be a deterrent; this is a safe and featureful vehicle. The Kona’s all-wheel drive maintains a firm grip on the slickest of streets, making it a great pick for locations with ever-changing forecasts.

Mazda deals and finance offers

2024 Mazda CX-30 | $276 per month for 33 Months ($2,999 due at signing)

Image credit: Mazda

Elegance was certainly in the minds of the designers for the Mazda CX-30. It quite literally is a work of art. Light and shadow are perfectly captured as this vehicle moves at all speeds; a constantly shifting S-curve dances along the doors. But it is also there as you admire the car from different angles, even at a standstill. It’s a beautiful illusion. The CX-30 is also one of the safest and most affordable vehicles on this list, with a 5-star rating from the National Highway Traffic Safety Administration.

Alfa Romeo deals and finance offers

2024 Alfa Romeo Giulia | $520 per month for 42 Months ($5,500 due at signing)

Image credit: Alfa Romeo

An Italian with luxury and performance, no, not that car maker. We stan the other famous brand, Alfa Romeo, ’round these parts. The Giulia is no exception; the quality and horsepower we’ve come to love from this renowned manufacturer are well on display. With its roots deep in motorsports, why wouldn’t it produce a car with the most powerful standard turbo engine in its class? The Quadrifoglio isn’t just a good luck charm. It’s a status symbol.

2024 Alfa Romeo Tonale | $379 per month for 27 Months ($5,275 due at signing)

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Another beautiful Alfa Romeo makes the list. When I saw this at the 2023 New York International Auto Show, I gasped. It’s actually breathtaking. And as you would expect from Alfa Romeo, the Tonale handles like a dream. Our founder, Gabe Carey, also agrees with the sheer brilliance of the Tonale’s performance and appearance. We here at Acceleramota would rather be in an Alfa than a Ferarri. Sorry, not sorry.

Honda deals and finance offers

2024 Honda Accord | $279 per month for 36 Months ($3,669 due at signing)

2024 Honda Accord driving quickly around a corner on a public road
Image credit: Honda

Built for everyday driving, the Honda Accord is a popular midsize sedan for a good reason. Responsive steering, braking, and a comfortable ride are all reasons why you’ll find this model at the top of many lists. While this deal is only for the LX base trim, you’re getting the basics like Apple CarPlay, Android Auto, and a slew of driver-assistance features.

2024 Honda CR-V | $319 per month for 36 Months ($3,499 due at signing)

Image credit: Honda

The CR-V is a top-seller car for Honda. This sporty hybrid is rugged yet still sleek and efficient. It’s a distinctive style for sure, less angular and Gundam-esque than Toyota’s design language. You don’t need to be heading out for a weekend of camping to truly get the most out of this vehicle. So many of the features make everyday life easier, like the hands-free access power tailgate. Imagine loading in groceries and having the ease of the door just opening with a wave of the foot. What a time to be alive.

Nissan deals and finance offers

2024 Nissan Altima SV | $289 per month for 36 Months ($3,349 due at signing)

Image credit: Nissan

Manufacturers are getting better with safety and technology, and Nissan is at the forefront. The very reliable Altima is right there. The intelligent all-wheel drive system remains vigilant on the state of the road and can react quickly. A feature like this is so important for driving in busy areas or long commutes. America loves this car for a very good reason.

2024 Nissan Sentra | $269 per month for 36 Months ($3,059 due at signing)

Image credit: Nissan

If you’re looking for efficiency, the Sentra is an excellent option. The 2024 version enhances every drive you take with cutting-edge technology, a dynamic style, agile performance, and a luxurious inside and out. Make your commute a little more comfortable with smooth handling and intelligent climate control.

Toyota deals and finance offers

2024 Toyota Highlander | $499 per month for 36 Months ($4,999 due at signing)

Toyota Highlander
Image credit: Toyota

A tried and true best-seller, the Toyota Highlander is definitely one of the best out there. Year after year, even little tweaks make this a highly desirable SUV. Everything about it was designed with the rugged outdoorsman (and woman) in mind. Its ability to handle all terrain with control and ease means there are very few places you wouldn’t be safe driving this. And that big ol’ turbo powertrain means plenty of torque to get up and over any obstacle. 

2023 Toyota Tacoma | $389 per month for 36 Months ($2,999 due at signing)

Toyota Tacoma
Image credit: Toyota

Make every month Truck Month with the Toyota Tacoma. This midsize truck rivals its competitors in the space. The Tacoma is also a more affordable truck with its four-cylinder engine but with no real loss in performance and a better impact on gas mileage. The backseat of this model is a little snugger, but if that is not something you were looking for, then this is definitely a truck to consider.

2024 Toyota RAV4 LE | $399 per month for 36 Months ($2,999 due at signing)

Image credit: Toyota

The RAV4 was made for the outdoors but handles just as beautifully in the ‘burbs or city. A darling vehicle for Toyota, the RAV4 is prepared to take you and your family anywhere. This compact crossover SUV is prepared to navigate trails with ease just as smoothly as it cruises the highway.

2024 Toyota Camry | $329 per month for 36 Months ($2,999 due at signing)

Image credit: Toyota

There is a very good reason the Toyota Camry is America’s best-selling midsize sedan. It’s everything you look for in a vehicle: style, performance, and safety. This sleek, smooth car has been a US fan favorite for 21 years, and the 2024 version keeps that tradition alive and well.

Kia deals and finance offers

2024 Kia Carnival | $409 per month for 36 Months ($3,499 due at signing)

Image credit: Kia

It’s like they always say: there ain’t no carnival like a Kia Carnival. This eight-passenger minivan features a spacious interior, cutting-edge safety tech, CarPlay, Android Auto, and, of course, it wouldn’t be a minivan without power sliding doors. Bear in mind that this deal only applies to the most basic LX trim.

2023 Kia EV6 | $359 per month for 36 Months ($4,999 due at signing)

Image credit: Kia

Heart set on an electric SUV? The Kia EV6 is a stylish midsize option with decent cargo along with sharp steering and handling. Its performance is impressive, too – you’re looking at Kia’s most powerful production model, complete with 576 horsepower. Go from 0-60 in only 3.4 seconds at a big discount. While this price is exclusive to the rear-wheel drive Wind model, check with your dealer because there may be incentives on other trims, including the all-wheel drive version.

2023 Kia Forte | $209 per month for 24 Months ($2,799 due at signing)

Image credit: Kia

The Kia Forte is a sophisticated little sedan with above-average utility and great value for the money. With a long list of available amenities, this comfy ride is an affordable dream for commutes and trips. The Forte offers excellent value when paired with good performance from the GT trim, high fuel efficiency, and a comprehensive warranty.

Subaru deals and finance offers

2024 Subaru Outback | $305 per month for 36 Months ($3,055 due at signing)

Image credit: Subaru

TikTok’s favorite manufacturer, Subaru, has rizz. The Outback is an excellent SUV and, for years, has outranked others in this category. Subaru boasts that 97% of Outbacks purchased in the last decade are still on the road today, so this is a very good investment to make. Those engineers are doing something very right; the Outback has become the definition of reliability and durability.

2024 Subaru Crosstrek | $299 per month for 36 Months ($2,549 due at signing)

Image credit: Subaru

A compact SUV paired with Subaru’s legendary Asymmetrical All-Wheel Drive traction makes this a killer pick for those on the go and off to the forest. The 2024 Crosstrek goes hard. This is the safest version of the vehicle that’s ever been on the market. Subaru upgraded their EyeSight Driver Assist Technology, as well as other detection sensors, to alert at a moment’s notice. Very smart to have in low visibility areas. They have also improved their Starlink connection for extra safety, which could be handy in dark, isolated woods.

2024 Subaru Impreza | $269 per month for 36 Months ($2,569 due at signing)

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The 2024 Impreza is the ultimate all-weather vehicle, packed with cutting-edge technology, premium engineering, and a versatile, sleek hatchback style. For this reason, the Impreza was selected by experts at IntelliChoice as a SmartChoice winner for High Retained Value for two consecutive years.

Chevy finance deals and offers

2024 Chevy Malibu | $319 per month for 36 Months ($5,449 due at signing)

Chevrolet Malibu
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Looking for an affordable midsize car for the whole family? We like the Chevy Malibu as an option. The Malibu is a reliable and competent sedan that’s kind of sexy and handles well. Honestly, if you need a car you wouldn’t mind letting your teen or young adult kid drive, at least you know it’s safe and sturdy. This almost decade vehicle has some staying power, it’s wallet-friendly, cushy, and spacious. 

2024 Chevy Blazer | $309 per month for 24 Months ($4,409 due at signing)

Chevrolet Blazer
Image credit: Chevrolet

My college truck was a 2001 Chevy Blazer. I drove it all over the mountains of Virginia and Pennsylvania. I loved this SUV, and so did my dog. I moved to NYC in this, so I can vouch for the roominess of it. There are tons of space for pets, friends, boxes, and even skiing equipment. I still think about how beautifully this handled in feet of snow and icy roads and had tons of torque to get up the entire side of a hill to a ski resort. The Blazer is definitely a vehicle I’d recommend for the sporty types. This 2024 version is one of the best yet. 

2023 Chevy Bolt EV | $299 per month for 36 Months (up to $6,639 due at signing)

2023 Chevy Bolt parked in front of attached garage
Image credit: Chevrolet

For the longest time, the Chevy Bolt EV compact hatchback was the EV price defender’s greatest weapon against their adversaries. Not only is it affordable, but it squeezes a lot of power into a compact package. Making considerably more horsepower and torque than the Chevy Sonic it supplanted, the standard Bolt EV can zip from 0-60 in just 6.5 seconds while carrying five passengers up to 259 miles at a time.

2024 Chevy Camaro LT1 | $279 per month for 24 Months (up to $6,689 due at signing)

2023 Camaro (silver) and 2023 Camaro (red) facing opposite directions
Image credit: Chevrolet

Few things scream American more than a V8, but alas, 2023 marked the beginning of the end for big block, high-displacement engines. So, why not make the most of it by leasing one of the last great muscle cars, the Chevy Camaro? Get ’em while they’re hot… and going out of production. The LT1 trim, as the name suggests, shares its 6.2-liter LT1 V8 small block engine with the Corvette C7, making 455 horses and 455 lb-ft of torque. Ain’t nothing wrong with that! Although current Chevy lessees can get away with putting $5,189 down, you will have to plunk down a sizable chunk of change if you’re new to the brand.

GMC deals and finance offers

2023 GMC Canyon | $369 per month for 36 Months ($7,999 due at signing)

2023 GMC Canyon
Image credit: GMC

This is GMC’s all-grown-up big-boy truck, and it is stellar. Although it is pricer than its counterpart (Chevy’s Colorado), this third-gen Canyon is turbo-charged and made very specifically for off-road. This is a workhorse of a pickup truck. With upgraded suspension, robust turbocharged torque, and supreme pulling power, the Canyon will quite literally get the jobs done on all terrain.

Dodge lease deals and finance offers

2023 Dodge Charger | $776 per month for 48 Months ($5,352 due at signing)

Image credit: Dodge

We are a bit biased here, but this is a good-looking car. This might also be sentimental, with the production of the Charger coming to an end, but it’s still a stunning piece of ingenuity. Dodge is releasing six packages inspired by some of the make’s most iconic looks. Whether on the racetrack or just cruising on the highway, the horsepower will have a special place in history and our hearts. Probably a good idea to grab one now.

2023 Dodge Challenger | $666 per month for 48 Months ($4,986 due at signing)

Image credit: Dodge

Past and present, the Dodge Challenger is a stunner. Even in its modern iteration, there is something beautifully timeless about it. Dodge knows how to make pretty perfect muscle cars. Another make getting sent to the junkyard in the sky, the 2023 Dodge Challenger is a glorious send-off version. The incredible horsepower and speed are something to behold for years to come. Instant cool points here.

Volkswagen lease deals and finance offers

2024 Volkswagen Tiguan | $299 per month for 36 Months ($3,499 due at signing)

Expires 3/04/2024

Image credit: Volkswagen

Its spacious cabin comfortably holds up to seven people. It comes standard with heated front seats, and right now, lessees in select regions can take home the S model with 4Motion all-wheel drive for $299 per month – that’s like half the price of a monthly parking spot in NYC!

2024 Volkswagen Jetta | $299 per month for 36 Months ($2,999 due at signing)

Expires 3/04/2024

Image credit: Volkswagen

An American fan-favorite, the VW Jetta is a modern sedan that is actually cool. Volkswagen doesn’t overlook any detail in this update. All materials were carefully selected to make the interior as cozy as possible, like a home away from home. This is especially true with a state-of-the-art digital cockpit for an intuitive user experience. Clear, concise driving information helps you get anywhere safely and efficiently. We get why this is a hit.

Ford lease deals and finance offers

2023 Ford Escape | $349 per month for 48 Months ($3,347 due at signing)

Expires 4/02/2024

2023 Ford Escape side profile (red)
Image credit: Ford

While the Ford Escape might not be the most exciting car on the road, sometimes you just need an affordable, reliable daily to get you from point A to point B without spending half your salary on fuel. And that’s exactly what the Escape is: a practical, front-wheel drive family hauler with the option of all-wheel drive across trim levels. But even without any upgrades, the 2023 Escape includes all the bells and whistles we’ve come to expect from modern vehicles, including a touchscreen infotainment system, a backup camera, Bluetooth connectivity, and a six-speaker sound system.

2023 Ford Explorer | $559 per month for 39 Months ($4,395 due at signing)

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“Built Ford Tough” is a very true statement, and no vehicle exemplifies this better than the Explorer. This SUV was made to work, as it can tow up to 5,600 lbs. The Class IV Trailer Tow Package makes bringing your camper or boat along on your wilderness vacation quite simple. You don’t need to love the great outdoors to get the most out of the Explorer, but it doesn’t hurt. With Ford’s Co-Pilot360 Technology, stay completely in control no matter where you roam.

Volvo lease deals and finance offers

2024 Volvo V60 Cross Country | $609 per month for 36 months ($3,985 due at signing)

Image credit: Volvo

A roomy, hardy, and reliable wagon built for all adventures. The Volvo V60 Cross Country can literally weather all storms and road conditions. Regenerative braking with this mild hybrid means that energy gets stored in the  48V battery, and this helps cut fuel consumption and tailpipe emissions.  With all-wheel drive, an off-road mode, and high ground clearance, this is everything outdoorsy people search for in a car.

2024 Volvo S60 | $455 per month for 36 Months ($3,775 due at signing)

Image credit: Volvo

Volvo’s mild hybrids save fuel without sacrificing performance in the process, and their S60 is a beautiful example of this. The S60’s smooth takeoffs and gentle acceleration tackle the streets of cities and bumpy highways with ease. If you didn’t love driving before, you will after experiencing this car.

Mercedes lease deals and finance offers

2023 Mercedes S-Class | $1,619 per month for 36 Months ($11,033 due at signing)

Image credit: Mercedes-Benz

It’s okay to be posh; there is no judgment here. Every year, the S-Class evolves into a more intuitive and advanced vehicle, and that’s exactly what embodies the Mercedes-Benz User Experience. The sportiness of this sedan and its very recognizable grille not only help it stand out in the mix but also make it unmistakably an S-Class. This is kind of a beauty and brains situation, and it gets our thumbs up.

Porsche lease deals and finance offers

2024 Porsche Taycan | $1,149 per month for 39 Months ($9,809 due at signing)

Image credit: Porsche

Unlike VW, its more affordable sibling, it’s not cheap to own a Porsche, and the Taycan is no exception. Despite its $90,900 starting price, the base model Taycan might not keep up with the Tesla Model S in a straight line, but its two-speed transmission on the rear axle, superb handling and suspension system, and sportier interior make it a great family cruiser that’s still plenty capable on a track.

2024 Porsche Macan | $849 per month for 39 Months ($8,649 due at signing)

Image credit: Porsche

One might expect the 2024 Porsche Macan to cost an ungodly amount, but it’s quite reasonable. The Macan is Porsche’s other bread-and-butter sports ute behind the Cayenne and will soon be their second EV alongside the Taycan sedan. Porsche was able to create this Macan with a strong emphasis on the brand’s signature driving dynamics and steering feel. They ate with this model, and you’ll definitely turn heads cruising in it.

Land Rover deals and finance offers

2024 Land Rover Defender | $829 per month for 36 Months ($7,495 due at signing)

2024 Land Rover Defender
Image credit: Land Rover

Every good list should include something a little high-end. Enter the Land Rover Defender. Is it silly expensive? Yes. Is it worth that price tag? Also, yes. When you look up the very definition of off-road there will be a picture of the Defender. Combine the sexy, flowing Land Rover box design with a beautiful, luxurious interior, and you get a winner. It could be more fuel-efficient, but when you look this good, that’s a small price to pay for everything else being excellent.

Best car subscription deals

Finn | $200 off first month

Promo code: FINN11XACCELERAMOTA200

Image credit: Finn

Finn is completely changing the process of what it’s like to shop for cars. In fact, we called it the best car subscription you’ll find in 2023. Browse its selection online of an ever-growing catalog of different makes and models, select your subscription term length, and then confirm your order. Your car will be delivered right to you if you live in the Northeast. And right now, we have an exclusive discount to save $200 on the first month of your subscription. Just use the code FINN11XACCELERAMOTA200.

Car accessories, merch, and collectibles

RevMatch | 15% off ANY coffee bag

Promo Code REDLINE15

Image credit: RevMatch

Don’t go falling asleep at the wheel. RevMatch has a wide selection of small-batch, craft-roasted coffee to help you start your engines (wake up in the morning). Right now, you can use the promo code REDLINE15 to receive 15% off everything on the site.

Acceleramota Merch | 20% off

Promo code: INSTANTTORQUE20

We’ve finally launched our merch store! And, starting off, we have a selection of T-shirts, crewneck sweatshirts, and hats to choose from. Be sure to use our promo code INSTANTTORQUE20 for 20% off your order for a limited time.

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New Car Reviews

Maserati Grecale Trofeo review: The comeback kid

After more than a decade of sporty handling and sloped roofs, it’s safe to say we weren’t hurting for another luxury compact crossover SUV. To not only add another face to the crowd but to price it higher than its German rivals, I’d say you’re either out of your mind or you’re Italian. As it happens, Maserati is both. And while its standard Grecale GT and Modena trims are the result of rational decisions a faceless corporation would make to sell a commercial product in high numbers, the 523-horsepower Maserati Grecale Trofeo is the exact opposite in the best possible way.

Up against the dubiously named but popular BMW X3 M and the universally lauded Porsche Macan GTS, both of which have undergone years of refinement, Maserati has its work cut out for it. Not to mention that once-iconic Trident badge on the front doesn’t hold the same level of prestige it once did. But if reputation is all that’s standing between you and the Grecale Trofeo, don’t write it off just yet. From a plush, high-quality interior to a fierce supercar engine ripped straight out of the MC20, you’re going to want to take this one for a test drive.

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Price and specs

Having said that, if you’re going to write off Grecale Trofeo, write off the Grecale Trofeo. Entrepreneurial lessees could be in for a big tax break considering Maserati clocked our press car at $117,500 MSRP. Damn near fully loaded with all the bells and some of the whistles, for this price, I could have my pick of SUVs in not only this class but the next size up—certainly a well-specced Cayenne S. Hell, that kind of money could get you a true lightweight sports car and a Grecale GT.

Base price:$105,500
As-tested price:$117,500
Powertrain:3.0-liter twin-turbocharged V6 engine
Transmission:8-speed automatic
Drivetrain:All-wheel drive
Power:523 horsepower @ 6,500 rpm
Torque: 457 lb-ft @ 3,000-5,500 rpm
Curb weight:4,469 lbs
0-60 mph time:3.6 seconds
Top speed:177 mph
EPA estimated fuel economy:18 mpg city, 25 mpg highway, 20 mpg combined
Observed fuel economy:19 mpg
Fuel capacity:16.9 gallons
Maserati Grecale price and specs

That’s right, with a starting price of $65,300, the lower-trim Grecali (plural for Grecale) will more than suffice for the average Maserati SUV driver. The base GT’s mild-hybrid, 2.0-liter four-popper makes 296 horsepower, plenty enough to merge safely onto the highway. And, let’s face it, in our daily lives, that’s all most of us use the extra power for anyway. From $74,900, stepping it up to the midrange Grecale Modena unlocks the Trofeo’s premium interior touches.

Design, colors, and options

Say what you will about Italian cars (believe me, I do)—they do tend to be easy on the eyes. It’s a long-standing stereotype that Italian automakers give their designers a blank canvas, and the frustrated engineers have to work backward to bring their artistic visions to life. To what extent that’s true, I’m not sure. But it could explain how brands like Maserati avoided the polarizing—and in my opinion, heinous—trend of big honking grilles championed by BMWs. The front end of the Grecale is tame, inoffensive, and consistent with Maserati’s design language across its current lineup.

What’s hot?– Classic, understated design
– Fast, responsive engine
– Brilliant stock exhaust
– Five bespoke driving modes
– Flexible air suspension
– Dazzling metallic paint options

When our Grecale arrived at the bustling, grandiose Acceleramota headquarters in NYC (my apartment), I was struck by its majestic tri-coat metallic paint glistening in the sun. As I later found out, embedded between the middle and top, clear coats were tiny flakes of reflective aluminum, giving it that distinct iridescent flair none of my photos could do justice. This lovely shade of blue is undoubtedly the best of the bunch, but all of the metallics are stunning and well worth the $800 premium over the single non-metallic white that comes standard.

Maserati Grecale Trofeo metallic colors ($800):

  • Bianco Astro (white with silver gloss)
  • Grigio Lava (sparkly gray with bronze tint)
  • Nero Tempesta (fancy black)
  • Blu Intenso (spicy blue)

Maserati Grecale Trofeo non-metallic colors (included):

  • Bianco (generic white)

Not one of the Grecale’s three trim levels offers a ton of extras when ordered from the factory, but that is especially true of the Trofeo. After all, Maserati parent company Stellantis’s strategy to improve reliability by giving customers fewer options—thus, fewer combinations of untested variables—seems to be paying off. In JD Power’s 2023 Initial Quality survey, Maserati showed the biggest jump of any car brand year-over-year.

Nevertheless, the Grecale Trofeo doesn’t forego factory add-ons entirely. Advanced driving assistance tech doesn’t come standard, nor do some more basic features you’d expect from a car in the six figures. The heated steering wheel, for instance, is baked into a $4,200 Premium Plus package, as are ventilated front seats. Wireless charging and a head-up display (HUD) are bundled together for another grand. Even all-but-essential safety features like blind spot assist tack on a few thousand clams. Now we’re talking paper.

Packages

Driver Assistance Plus ($3,100):

  • Intelligent speed assist
  • Traffic sign recognition
  • Intersection collision assist
  • Active driving assist
  • Adaptive cruise control
  • Lane keep assist
  • Blind spot monitor
  • Drowsy driver detection

Premium Plus ($4,200)

  • Ventilated front seats
  • Heated rear seats
  • Heated leather steering wheel
  • Heated windshield washer nozzles
  • Sonus Faber 21-speaker sound system

Techssistance package ($1,100)

  • Head up display (HUD)
  • Wireless charging pad

Other options

  • Roof rails ($400)
  • Full LED matrix headlights ($1,200)
  • Inox sport pedals ($200)
  • Cargo rails on load floor ($400)
  • 360-degree surround view camera ($800)
  • Cargo 115-volt power outlet

Interior and tech

Don’t get me wrong, the Grecale Trofeo is a luxury vehicle through and through, no matter what packages or options you end up with. Odds are, you’ll never see a no-frills Trofeo at a dealership anyway. So you can rest assured that its old-money-inspired new-money cabin made me feel poor. Mission accomplished, Maserati.

If it wasn’t upholstered in leather, it was carbon fiber. The piano black bezels surrounding the infotainment displays were among the few plastic parts I could find. The firm grip of its swanky yet classic leather steering wheel gave me the confidence of an executive at a pharmaceutical company pretending to save lives. Physical controls were a nice touch.

Coming from an Alfa Romeo Tonale, the ignition button on the steering wheel was instantly familiar, and the drive mode selector on the opposite side was an upgrade. Adjusting the volume of my music and changing songs with controls on the back of the wheel took some getting used to. As did the frankly baffling procedure of opening the door from the inside. Pressing a button to open the door electronically when there’s a mechanical backup latch right below it made me wonder why the button was there at all. The answer, I reminded myself, is because why not?

The raw texture of carbon fiber can be found and felt everywhere from above the door handle to the center console. Red stitching accentuating the leather upholstery gave the Grecale Trofeo a sportier look, color coordinated with its performance. As we all know, red is the fastest color.

Although it’s not particularly exciting, the Android-derived Uconnect infotainment system is intuitive. A benefit of Stellantis’s platform-sharing, parts bin ecosystem is that the software has to scale across 14 different brands. If it doesn’t work for Maserati’s clientele, then it doesn’t work for Jeep or Ram or Alfa Romeo drivers either. As such, most people will get the hang of it after 10-20 minutes of flipping through menus on the Grecale’s Nintendo-DS-like dual-screen setup.

My only gripe with the infotainment, which is not unique to Maserati, is how eager it is to age. The more screens you have, the more dependent you are on software and computers, and the shorter the window of time in which a car looks and feels new. The bottom screen is a static HVAC panel, great! But then, at that point, why is it a screen and not a stack of tactile buttons I can program my muscle memory to press without looking? A digital gauge cluster is less concerning—there’s a level of tailored control over what I’m seeing, and it’s not something I’m constantly engaging with, unlike climate controls.

Image credit: Gabe Carey (Acceleramota)

But hey, at least we have a row of real physical buttons between the two displays!

Oh, no, that’s a gear selector, isn’t it?

Don’t forget to double-press P to throw it in Park, or else the car will stay in reverse.

Oh, Maserati.

As much as I appreciate a good historical nod, the analog timepiece in the middle of the dashboard doesn’t feel quite the same either as yet another backlit digital display. I’d be willing to accept it if it served some function beyond telling time—maybe a built-in timer for recording lap times or a way to benchmark acceleration. But no, it’s just a clock. Nothing more to see here, Gabe. Don’t question why an analog clock can’t be, you know, analog… move along.

Image credit: Gabe Carey (Acceleramota)

Capping this section off on a positive note, because despite spending several paragraphs on a rant about screens, I do like the interior in the Grecale. No, really!

If recent Mercedes are any indication, maybe those in the target income bracket for this car don’t care how it ages. More likely than not, they’ll lease it for a couple of years and then move on to something else. Then some sucker will buy on the used market for the price of a new Nissan Altima, and it becomes their problem. And that sucker will be me.

Where was I? Right. Cargo space. It has a good amount: 20.1 cubic-feet behind the second row. More than the Porsche Macan GTS, and less than the BMW X3 M.

Fuel economy and performance

Do we have to? Before I start philosophizing about the moral quandaries of driving a status symbol on wheels, much less leasing a new one every 2-3 years, let’s cut to the chase: No one cares about how much fuel they’re burning in a Maserati. The answer is 18 mpg city, 25 mpg highway, and 20 mpg combined. No one cares so much, in fact, that you made it this far and forgot I already wrote this on a chart three sections ago. You know how I know that? Because I forgot too.

Those are decent numbers. So decent, they’re boring. Both the GT and the Modena are rated for 22 mpg city, 29 mpg highway, and 25 mpg combined. So there you go. The one with two more cylinders burns slightly more fuel. If emissions are a concern, presumably because you want to hang out in your garage with the door down while the car is running and survive, you’re in luck: Poised to compete with the Porsche Macan EV, the fully-electric Maserati Grecale Folgore is coming soon. I have thoughts on what we know so far, but I’ll keep those to myself until we know the price.

For the rest of you gas-guzzling scum, the Grecale Trofeo is quick. Maybe it doesn’t have the instant torque of an EV, but 3.6 seconds to 60 mph is enough to scare the demons out of you—with an exhaust that sings like Pavarotti and turbos that flutter like your heart will when you hear ’em. Believe it or not, you won’t find a fast compact SUV that bests the Grecale’s horsepower, straight-line acceleration, and top speed for the price. The vastly lower-cost X3 M comes close, darting from zero to 60 in just under four seconds, but close doesn’t win pink slips when you’re dropping the kids off at school.

Seeing as it weighs nearly 4,500 pounds, that’s an impressive feat. Impressive, but not terribly surprising since it’s powered by a detuned version of the twin-turbo Nettuno V6 engine shared with Maserati’s halo car, the MC20. As with the GranTurismo, the Grecale is underpinned by a Maserati-fied version of Alfa Romeo’s Giorgio platform, the same one found in the late Giulia and Stelvio Quadrifoglio (RIP).

You can feel it, too.

In Corsa mode, the gear changes hit with a satisfying punch, the suspension stiffened, and I was dropped so close to the road that, as with my Giulia, I could sail through corners in the Grecale Trofeo with unwavering confidence.

What’s not?– Too many screens
– Cursed gear selector
– Unproven long-term reliability
– Silly digital dash clock can be tacky
– Priced among fierce, proven competitors

To lease or not to lease? That is the question

Growing up as a child of hip-hop from the aughts into the early ’10s, it wasn’t that long ago when driving a Maserati was as much of a flex as a Maybach, a Rolls-Royce, or a ‘Rari. But sometime between Backseat Freestyle and To Pimp a Butterfly, the iconic Trident badge lost its exotic sheen, and for good reason.

Famously, the Ghibli sedan and Levante midsize SUV were introduced with cheap parts from downmarket brands like Chrysler and Dodge. Then there were the quality control problems, in some cases ranking Maserati dead last in reliability. Don’t get me started on its depreciation. As much as I enjoyed the Maserati Grecale Trofeo for everything it was, is everything it was everything it will be, and for how long?

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A silver Rivian R3 crossover electric utility vehicle is seen with its headlights on.
Features

The rally-inspired Rivian R3 could turn the world of affordable EVs on its head

In the documentary Objectified by Gary Hustwit, there’s an extended sequence where industrial designers for automakers describe the joy of putting a “face” on the grille of a vehicle. I think about this bit every time I see a Rivian EV on the road, with its little cartoon frog-looking “eyes.” This proprietary headlight and grille array makes Rivian EVs immediately identifiable – an absolute plus for a brand still trying to find its footing in the increasingly crowded EV market. Rivian continued to turn heads last week when it announced not one but three upcoming mid-sized crossover electric SUVs: the affordable Rivian R3, the R2, and the R3X.

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Rivian lineup
Image credit: Rivian

Rivian R3 reveal highlights

In case your invite to the Fashion Week-inspired event got lost in the mail, Rivian put together this bafflingly edited hype video of some of the best moments from the launch.

Rivian R3 price and trim options

Details are still scarce for the Rivian R3, and production might not begin until 2026 at the earliest, but that can’t stop us from being excited about this affordable crossover EV. The hatchback-like R3 and its slightly bigger cousin the R2 are part of what Rivian is referring to as their new midsize platform:

This platform consolidates and eliminates parts thanks to intelligent design, including the use of high pressure die castings, a structural battery unit where the top of the pack also serves as the floor, and closure systems that dramatically reduce complexity.

Rivian Press Release
Rivian R3
Image credit: Rivian

Similar to other electric carmakers, Rivian plans to offer the R3 in three motor arrays: Single-Motor (RWD), Dual-Motor (AWD), and Tri-Motor (two in front, one in back.) The press release claims that the Tri-Motor model will have some real pep, with a projected 3-second 0-60 time.

While these numbers and engineering feats are impressive on paper, it’s best to stay cautious until we get closer to the production date. That said: you might audibly gasp (like the event attendees in the video above did) when you hear the projected MSRP. The base model Rivian R2 is expected to start at $45,000 and, given the flap Tesla absorbed over the Cybertruck’s ballooning ticket price, it’s safe to assume Rivian is over-estimating.

As for the Rivian R3? The company is hoping that the slightly smaller crossover vehicle will have an appropriately smaller price tag. We’ll update this post as we get more details, but a starting price in the $35,000 range would make the Rivian R3 a fierce competitor for the remarkably affordable Hyundai Ioniq and Kona models.

Rivian R3
Image credit: Rivian

2027 Rivian R3 Price and Trim Options

  • Electric Motor Options:
    • Single-Motor (RWD)
    • Dual-Motor (AWD)
    • and Tri-Motor (two in front, one in back)
  • Starting price: Under $45,000 (estimated)
  • Lithium-ion battery capacity: 1000V (estimated) via Rivian’s new 4695 battery cell
  • EPA-estimated range: 300 miles per charge (estimated)

Rivian R3 interior and tech

As with many newer EVs, the Rivian R3’s skateboard-style battery array allows the designers to pack an incredible amount of space into a standard crossover’s footprint. As such, the Rivian R3’s interior looks luxuriously roomy. I am 6’5″, and just looking at the pictures on Rivian’s site, I can hear my legs screaming, “Please! We need one!”

For what will be marketed as a budget crossover EV, it’s clear that no expense was spared when considering the interior. Sleek details and organic textures like cork hide the spirit of a high-end vehicle in the price tag of a starter EV. A massive center console display screen and a full LED dashboard display will surely offer entertainment, customization, and other important controls at the touch of a button.

Rivian is clearly aiming for the adventure-adjacent set with the Rivian R2 and R3. And the R3X promises to be both a high-performance speed machine and a more sturdy off-road model, offering an optional pop-up tent you can attach to the crossover’s roof. They’re calling the add-on the “Treehouse Tent” and it will initially be available for the R2, but Rivian plans to have it available for the R3 as well.

If you don’t feel comfortable climbing onto the roof of your car, that’s fine! With full fold-down seats, you could reasonably just set up an air mattress in the back of the Rivian R3 and save yourself the hassle altogether. Me, I’ll be at the hotel.

2024 Rivian R3 electric range and charging times

Rivian R3
Image credit: Rivian

As we alluded to above, Rivian’s midsided platform will utilize an all-new battery array that features 4695 lithium-ion cells, produced in South Korea by Samsung. These new cells will be 95mm long, as opposed to the 4680 cells that Tesla uses, which are 80mm. According to this exhaustingly detailed LinkedIn post, the 4695 cells will represent considerable improvements, including:

In terms of cycle life, the fast charge life of 4695 type cells is 1200cls, and the normal life is 2000cls, which is also greatly improved compared to the 4680cls of 1500.

Keven Chen

It’s worth reading the whole post if you’re interested in the lithium cell arms race, but the long and short of it is that the new batteries will be more efficient and last longer than 4680 cells. We’ll go into how this impacts the Rivian R3 electric crossover vehicle’s potential power in the next section. At the time of publication, Rivian is predicting around 300 miles of range on a full charge for the Rivian R3.

Rivian R3
Image credit: Rivian

2027 Rivian R3 engine and performance

Motor1 investigated Rivian’s new battery platform based on the info available and they estimate that despite the smaller wheelbase, the R3 (as well as the R2 and R3X) will be built with 1000V architecture. This could be a real boon for anyone hoping their midsized Rivian will pack a punch. To wit:

With three of these modules wired in parallel, the voltage will remain the same but the current available will go up considerably. We don’t know what the individual cell ratings are, but other 4695s are capable of pulse discharging at up to 10C, or ten times their rated capacity in amp-hours. This could mean available power as high as 900kW, or around 1,200 horsepower. 

Peter Holderith – Motor 1
Rivian R3
Image credit: Rivian

2027 Rivian R3 design highlights

We’ve glossed over it in this article because the news about the battery platform and price tag were so distracting but let’s be frank: The Rivian R3 crossover EV looks like it’s going to be as attractive as it is affordable. Taking design cues from classic rally vehicles like the Audi Quattro Coupe and Delta Integrale, the Rivian R3 is sure to turn heads once it hits the street.

In an interview with Road & Track, Rivian Chief Design Officer Jeff Hammoud said:

The brief I gave the design team was like, we need this to be our Solo Rally Car. So on our image boards, we had the Delta Integrale and the Audi Quattro coupe from that era… That nostalgic feeling where it looks modern, but where it looks like it’s from the future, and the past, at the same time.

Rivian CDO Jeff Hammoud in Road & Track

Clearly, a lot of love went into designing the Rivian R3, and the designers also spent a lot of time imagining what people might use the car for. An innovative “flipper glass” rear windshield flips up to allow for carrying long items like kayaks and surfboards. And to top off the back of this hatchback-esque EV, a cute little spoiler. Simply, chef’s kiss.

Rivian R3
Image credit: Rivian

We already covered the interior storage but a massive “frunk” is tucked away in this quasi-diminutive electric EV. Rivian owners are already delighted to see that the company has improved upon the R1 line’s hard-to-access front trunk.

Overall, if they pull it off, Rivian R3 could turn the world of electric vehicles on its head. No longer will EV consumers have to choose between form, function, and affordability. With its estimated sub $45k price tag and innovative battery array, we have high hopes for the Rivian R3.

Rivian R3
Image credit: Rivian

Rivian R3 review round-up

While the Rivian R3 electric crossover vehicle is still quite a ways off, some lucky reviewers did get a chance to see a prototype at last week’s launch event. So, while there are obviously no driving impressions and won’t be for some time, here’s a quick rundown of some of their thoughts:

One of the features highlighted by Scaringe during the event was a rear gate window that lifts up to allow for extra storage, especially of long items. (He called it “flipper glass,” but it was unclear if that was a nickname or something more official.) And like the R2, the rear seats fold flat for added cargo space — which he said “creates an opportunity for in-car camping.”

There’s still a lot that’s unknown about the R3, but if the R2 is meant to compete with the big boys like the Tesla Model Y and Ford Mustang Mach-E, then the R3 looks more like a rival to the Korean EVs, like the Hyundai Ioniq 5 and Kia EV6.

Andrew J. Hawkins – The Verge

And all of that isn’t even about the car I liked most from the showing. I’m a small-car guy (and you should be too), so the surprise small-SUV-crossover-rally-car-hatchback-or-whatever-you-wanna-call-it R3 was extremely exciting to me. I love the form factor, I love that they got their inspiration from ’80s Group B rally cars (complete with funky interior), and I can’t wait to see more details on this vehicle.

There were hints of a few neat hidden ideas on the R3, like a (removable?) storage compartment on the back of the driver’s seat on the R3X and some kind of cool strap-down blanket thingy on the passenger’s seat, but since the doors weren’t open and that car is quite far from production, those will have to wait for another day.

Jameson Dow – Electrek

The R3 looks more like a lifted hatchback than a proper SUV thanks to short overhangs and tighter packaging. We don’t have full dimensions just yet, but Rivian CEO RJ Scaringe said the R3 rides on a wheelbase that’s 5 inches shorter than the R2. It also looks to be shorter in overall length than the R2 (which itself is 15 inches shorter overall than the R1S). That hatchback look is emphasized by a large rear tailgate that integrates a flip-up piece of rear glass cutely named “flipper glass.”

The interior is made from sustainable materials including cork, and Rivian said it’s possible to fit a mattress in the rear hatch area (for camping trips or sleeping on a long roadie). You also get not one but two gloveboxes inside, and the interior design is classic Rivian, although it seems slightly more minimalist than we’ve seen in the R1 cars.

Nick Yekikian – Edmunds
Rivian R3
Image credit: Rivian

2027 Rivian R3 FAQs

When is the Rivian R3 crossover electric vehicle expected to go into production?

Rivian has announced that the R3 will begin production after the first production models of the slightly bigger Rivian R2 leave the factory. The company says this will allow smooth ramp-up and delivery of the initial R2 electric vehicles. By current estimations, that means the R3 will begin production in mid-to-late 2026. That means the first Rivian R3 crossover electric vehicle will likely be part of the 2027 model year.

How much will the Rivian R3 crossover EV cost?

At the time of publication, Rivian has not yet shared the targeted MSRP for the Rivian R3. The launch press release does mention that the base model of the larger Rivian R2 will be $45,000 and that the Rivian R3 will be priced below that. An MSRP below $45,000 would put the Rivian R3 in the same category as the Hyundai Kona or Ioniq 6.

What will the battery range and power of the Rivian R3 crossover EV be?

It is speculated that the Rivian R3 will be built on a 1000V platform featuring Rivian’s new, longer 4695 lithium-ion cells. In addition to allowing more design flexibility, this battery promises to have a longer life and more efficient charging time. In official press releases, Rivian says the Tri-Motor Rivian R3 will be able to go 0-60 in an impressive 3 seconds. This would put the Tri-Motor Rivian R3 on par with supercars like the Audi RS e-tron GT (3.0s) for (presumably) a much smaller price tag.

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The ultra rare hypercar, Aspark Owl, at Supercar Saturday Florida
Car CultureNews

All-electric Japanese hypercar steals the show at Supercar Saturday Florida

While most of the world is still thawing out from the tail end of winter, car show season is already hot and heavy in south Florida, and that means it’s time for Supercar Saturday, an all-inclusive and free car show hosted on the second Saturday of every month at the Hard Rock Hotel and Casino. Each month features an insane variety of supercars, trucks, modified whips, imports, motorcycles, and classic cars, but this show we saw something extra special: an Aspark Owl.

What is the Aspark Owl?

If you’ve never heard of the Aspark Owl, you certainly aren’t alone. In years of traveling and attending events, this rare hypercar is one of the only exotic vehicles I have yet to see in real life—and seeing it in person for the first time did not disappoint.

Aspark currently produces one of the world’s most expensive full EV hypercar, called the Owl. (Hint: It does kind of look like an owl). The Osaka-based company has only produced a limited number of this exotic vehicle, but with its distinct body lines and unusual appearance, you won’t have a problem spotting it in a crowd, even among the most extravagant sports cars in the world.

It’s no slouch in performance either, as the Aspark Owl is propelled by an insane 1,980 horsepower from an electric-only drivetrain with a reported top speed of 256mph and a nauseating 0-60 mph time of just 1.72 seconds which firmly cements its place as a legitimate hypercar.

Other epic supercars spotted

While the Aspark Owl sighting crossed off an item on my bucket list, we can’t forget about the other dozens of amazing supercars that took over the show. My personal favorites included the Lamborghini Huracan STO, which, in my opinion, is one of the best-looking modern Lamborghinis to date, super SUVs like the Lamborghini Urus and Aston Martin DBX, and both the first- and second-generation Ford GT.

Despite the intimidating name, Supercar Saturday has a bit of something for everyone. Classic Corvettes, modified sports cars, lifted and heavily customized trucks, and a handful of JDM imports filled up various sections of the parking lot, with over 100 cars to see and plenty of vendors to enjoy.

Follow Acceleramota on Instagram and sign up for our free newsletter to keep up with the latest car reviews, event coverage, meetups, and the occasional shitpost just for the hell of it!

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Keep car paint clean
Car Ownership Explained

How to keep your car paint looking clean and pristine

You ever walk by a car on the street and go, “Damn, what the hell happened to you?”

It’s me. I’m that car on the street. Or at least I was with my last few cars. Tattered. Swirled. Somehow clinging to its primer in the Vegas heat by way of a miracle.

But that doesn’t have to be you. You can be better. As a reader of this site, whether by choice or because I hacked your computer or phone and am forcing you to, you must be better. And you can! All it takes to keep car paint looking fly like a G6 is a little bit of know-how, good habits, and a bit of elbow grease if it’s in need of some restoration. So let me help you with these pointers on proper care and feeding for your car’s skin.

Buffing and waxing car paint
Image credit: Turtle Wax

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Good habits to prolong car paint

Stay indoors

This probably goes without saying, but like human skin, sparing car paint from the elements is an obvious and mostly bulletproof way to ensure it doesn’t bubble and flake off in the scorching sun or get dinged up by falling debris. Think of the headaches that can result from exposing your car to being sandblasted in a windstorm, caked in bird crap, pelted with pine cones or hail, or being pancaked by a grand piano dropped by an ill-experienced duo of rubber hose cartoon characters. Very real situation, that last one. Extra points if your home or apartment’s garage is climate and humidity-controlled, but I get that’s not a common option.

If you can’t park indoors, consider a car cover to shield your paint from extreme heat. However, this is far less safe than a garage, as the cover can trap in dirt and moisture, and the rubbing of the cover against our car, even if the wind so much as coughs on it or if you accidentally graze it, can scratch the surface like fine-grit sandpaper. If anything, don’t top your car with one without a proper wash and wax. Make sure the vehicle and the cover are clean, and make sure the car cover is properly fitted to your vehicle so it doesn’t rub on it by itself or press on any flexible parts.

Just don’t touch it… with anything

Here’s another “No shit, Sherlock” habit that people still overlook. If you’re that neurotic about your car’s paint, then minimize contact with foreign materials, liquids, and other thingamajigs as much as possible. No dirty towels. No clothes. Not even those “meat grinder” car washes with the revolving brushes, as those can miss spots, leave hard water stains, and potentially damage paint and bodywork if the universe really hates you. You just don’t know how abrasive these materials are or what foreign debris they may be carrying.

Even some liquids can be detrimental. Gasoline spilled at the pump? If left to sit for too long without rinsing off, that’s a stain right there. Bird dookie is also known to be fairly acidic, which can chew away at your paint over time if left to sit. And perhaps the most annoying of all to clean up is sprinkler water, where sediment in the water can harden and cling to the car, becoming frustratingly difficult to wash off once it sets.

Will an occasional brush-up or an accidental splash of mystery juice kill your car’s paint? Not always. Or at least it shouldn’t spell instant death, especially if we’re talking about a newer car or a car with paint that’s been properly cared for over the years. But incident after incident, you can still wear it down, scuff up your clear coat, or accidentally leave micro scratches. I’ve even heard of incidents from friends and colleagues of simply their paints brushing against the car and leaving micro scratches. Isn’t that something?

Dodge Hornet R/T
Image credit: Jeric Jaleco

Goodies to protect and maintain car paint

Clay bars and speed clays

Wash. Your. Car. Wash your car, and use a good speed clay or clay bar to catch contaminants in the paint before a layer of wax or ceramic coating. But be very careful to make sure you always have a clean clay bar and that your surface is well-lubricated with water or car wash soap. Claying a dry surface can marr the paint, and using a dirty clay bar can simply swirl around the contaminants they’ve caught, potentially leaving behind micro scratches and damaging your paint rather than repairing.

Iron remover

In addition to clay bars, an iron remover can be handy early in the washing process, especially for downright filthy cars. If your car is a real dust pile, consider using iron remover while washing it to dissolve and loosen contaminants in its clear coat before following up with clay bars and speed clays. Typically, iron removers feature a mix of alkaline and acidic ingredients to tackle an array of contaminants while maintaining a neutral pH balance to not harm your car’s paint.

Paint protection film

A staple for auto salons and car dealers alike, paint protection film (PPF) is a common go-to for paint protection. I mean, it’s in the name, after all. As suggested, it’s merely a stick-on clear film you can apply to any body panel, although just applying it to the front bumper, hood, and fenders is a common application. The film is soft and malleable, allowing it to absorb impacts from debris and leaving a sufficient enough barrier to prevent most small dents and rock chips. Note that cheap PPFs may not be the safest route, especially for old cars or cars with degrading paint, as the adhesives can pull off chunks of paint when it comes time to replace the film. Some films can even degrade when exposed to extreme heat or direct sunlight.

Ceramic coating

Ceramic coating is an increasingly popular method among car detailers for protecting paint. It’s a liquid that’s applied in a thin layer after detailing, either to your car’s paint or even atop PPF for a double layer of protection. The coating cures and hardens, creating a shiny and clear layer that not only acts as a protective shield but also repels dirt and water. The coating fills in any minute crevices or ridges within your paint as it cures, leaving a smooth topping that’s difficult for contaminants to stick. Although hard and bonded to the car upon curing, ceramic coatings can wear out over time, so it’s common for users to reapply their coatings every year, two years, or a handful of years, depending on the car’s living conditions.

Wax

Although not as resilient and long-lasting as ceramic coating, it’s cheaper, easier, and still gets the job done. Good ol’ car wax, baby. Get yourself a nice bottle of that sprayable stuff, or be old school with a tub of carnuba. It’s affordable, proven, and comes in a variety of formulas and application methods, but it doesn’t harden or bond to your car in the same way ceramic coatings will, so they will wear out sooner and require more frequent reapplications.

Ceramic coating + wax?

If you love redundancy and extra armoring, you can try applying waxes to your ceramic-coated car to revive that shine and add an additional layer of protection. Some folks argue that stacking the two products has the benefit of the wax acting as a protectant for the protectant. But this carries its own drawbacks that make it less of a worthwhile endeavor.

Detailers argue that the slick surface left behind by ceramic coating is too slippery for wax to even adhere, while others also point out that even a great wax can still attract contaminants to your paint, totally negating one of the key benefits of a ceramic coating. Instead, detail companies formulate ceramic coating-specific products intended to stack on top of the coating and rejuvenate it without hindering its abilities.

Either way, whichever route you choose, if you only had to pick one, you’d end up with sealed and protected car paint.

Ways to save damaged car paint

Throw the whole car away.

I’m kidding. You have options.

Touch-up paint

This one is probably the bane of my existence because I suck so hard at blending it, but touch-up paint can be a great band-aid for those in need of a quick fix or even an actual fix should you take the time to blend the paint properly. Order online or snag one at your local dealership. Pick your poison, but it’s just a nice bit of emergency car care to keep around.

It’s important to address paint chips as soon as possible. Deep ones that penetrate straight to the metalwork open a window for oxidation and rust, which can spread beyond the chipped area. Yes, rust can spread beneath the paint and open up a whole heap of problems later down the line if left untreated.

Polish and paint correction

Swirl marks masquerading as a Weather Channel hurricane tracker and paint as faded as the D.O. Double-G doesn’t have to be the end. A proper paint correction job with the correct polishing tools and compounds can bring your car back to life! Drawbacks? Well, it’s a delicate, labor-intensive job that takes some elbow grease and a bit of know-how to do it right without burning a hole through your paint (or what’s left of it) with a polishing tool.

What you may need depends on your desired outcome and the state of the car. Sometimes, dispelling orange peel or swirls is as easy as buffing with a rubbing compound, making it shine with some polish, and sealing in your shiny restored paint with wax. Or if you’re trying to undo paint that’s literally falling off the car, you may need to take it a step further and actually respray sections of your car’s body before moving in for a paint correction, as good ol’ Chris Fix will demonstrate below.

Study up on the proper techniques and tools for your specific application if you want to take the DIY route. Or, if you’re an anxious pansy like me, consider calling a professional detailer whose job it is to do the job of doing this job.

“What I learned in boating school is…”

Learn anything new? Or did we just touch up on key habits we may have forgotten or not taken that seriously? We hope you walk away with something from our first entry to Car Ownership Explained, and we’ll be sure to have more coming your way. Perhaps we’ll even toss in more detailed how-tos on the individual car care processes for saving or repairing car paint, but for now, here are the takeaways to keeping your paint pristine:

  • Park indoors or at least in shaded areas if possible.
  • Exercise caution with car covers.
  • Be careful not to let foreign materials touch your paint, from abrasive clothes, dirty towels, harsh chemicals, and car wash brushes.
  • Various cleaning products, such as iron remover, clay bars, and speed clays, help dissolve and remove contaminants from paint when washing your car.
  • Paint protection film forms a soft, removable barrier to protect from scratches and chips from road debris.
  • Ceramic coating is a liquid sealant that cures and hardens to form an excellent protective barrier on your paint, repelling dirt and moisture.
  • Wax is a low-effort and low-cost alternative to ceramic coating that still does an excellent job of preserving your clear coat and leaving behind a radiant shine. Just don’t use it in conjunction with coatings.
  • Keep touch-up paint handy as a sort of band-aid for rock chips and fine scratches.
  • If your paint is in need of saving, a good polish and paint correction job will often do the trick.
Maserati GranTurismo Trofeo
Image credit: Jeric Jaleco

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Ethernovia wallpaper
FeaturesNews

Meet Ethernovia, the tech company simplifying your car’s brain for the future of safer driving

Cars are hard. Computing can be harder. Yeah, I get it. And it doesn’t help when the central nervous system of your car, the brains and all its connected gizmos and wiring, are as complex as they’ve ever been. But easy, now. There exist tech companies out there that still do what a successful (and likable) company does: provide solutions and alternatives to problems. Actual problems. Ones they didn’t fabricate or exaggerate Twitter clout. I had a chance to chat with one particular company’s representatives at this year’s CES in Las Vegas, and now it’s time for you to get to know the company, too. Meet Ethernovia, the award-winning, San Jose-based tech company poising itself to tackle issues the car companies gave themselves.

Keep in mind that I am no super hardcore tech junkie by any means. Too much Super Street growing up rots the brain. But even so, I found myself so enamored by the efforts of this company, and I wish nothing more than to share my learnings and their mission statement with you.

Solving issues the automakers created

Ramin-Motortrend-Award Ethernovia
Image credit: Ethernovia

As I waited to meet with a rep outside some random booth on the CES floor, my face sweaty from meandering around all day and donning nothing but jeans and a loose t-shirt, I didn’t quite know what to expect. I never saw anyone’s faces prior to this, nor did I have a real clear understanding of what exactly this company is or what they do. A rep, who I later learned was an Acceleramota fan, simply liked our work and wanted to connect to help share their mission.

And what a mission, indeed. Well, if you’re the techy kind that enjoys problem-solving, and God knows the auto industry could use some extra wisdom. Thankfully, Ethernovia and other companies like it are here to impart that wisdom to the glacially evolving auto industry, with the goal of simplifying their electrical and processing systems while maximizing performance in the name of improved safety and lower production costs.

Think of Ethernovia as a sort of automotive neurologist.

As I’m sure you’ve seen, cars are complicated. Over the decades, with legislation after legislation putting greater pressure on automakers to implement more safety systems and customer after customer clamoring for the latest toys and niceties, cars have evolved from the mechanical relics of an all-analog past to the rolling supercomputers they are today. Even something as basic as a rental-grade Civic or a sparsely-equipped 86 is brimming with enough writing and sensors to throw aerospace engineers of old into a spiral. And as I’ve learned, automakers haven’t necessarily been the most efficient in developing and implementing such tech. That’s not to say the current ways of doing things don’t work, as they clearly do! But Ethernovia feels it could be better.

How Ethernovia does it

Miles of wiring and mini-ECU after mini-ECU occupy the innards of every car. Clearly, it must be a conspiracy to keep the rubber insulation and copper wire industries thriving! But such an abundance is what Ethernovia considers to be of great excess, and it’s what the company seeks to reduce. Not only would more minimalist systems maintain or improve the performance of the automakers’ designs, but it’d also reduce complexity and margin for system error. This equates to lowered production costs for the OEMs and safer vehicles for consumers, especially in a future heavily leaning into the safety assists and autonomous driving tech that relies so heavily on computers and sensors.

You’d think simplifying such systems would be a given for OEMs, but such an effort can often be overlooked when engineers get spread thin on a project or said manufacturers would rather just use and install electronics from existing legacy brands (Continental, Bosch, Denso, etc.)

Ethernovia stock car wiring diagram
Typical car wiring diagram, Image credit: Ethernovia

One way Ethernovia achieves its goals is through the consolidation of your car’s computers into fewer, dedicated ECUs. Fewer ECUs to communicate with also mean less wiring and chips, simplifying the production and assembly of the car’s electricals while still enabling all the luxury or safety toys the OEMs and consumers want. Another is through the production of more efficient, sharper responding “high-performance” ECUs, with lower power draws and less latency in its computing power, which is crucial when implemented in lane-centering, automatic braking, or adaptive cruise where every millisecond counts in emergencies. Data can be processed quickly, and the safety systems’ actuators can react sooner.

Speaking of which.

Ethernovia stock car wiring diagram
Diagram of Ethernovia’s consolidated ECUs, Image credit: Ethernovia

New gizmos for the era of “software-defined vehicles”

Right on time for this little tech talk/introduction of mine, Ethernovia dropped details on new chips they’ve been developing with efficiency in mind. The company announced the launch of two new 7nm PHYs (physical layers or basically the hardware in a circuit, such as chips, ports, and cabling), dubbed ENT11100 and ENT11025, respectively. Their claim to fame reportedly is that they have the industry’s lowest power draw while still having levels of processing power that meet Ethernovia’s standards for appeasing software-defined vehicles. For the die-hard techies who’ll understand it better than I do, know these new PHYs are the first and only products in their field to support 10 Gbps (Gigabits per second, a measure of bandwidth and data transmission), 5 Gbps, 2.5 Gbps, and 1Gbps.

At its fastest, Ethernovia’s PHYs are capable of transferring data at 4,500 Gigabytes per hour. At its slowest, it’s more like 450 Gigabytes per hour. Compare that to the estimated average of 25 per hour in today’s connected cars.

Ethernovia services
Image credit: Ethernovia

“Electrification, increasing connectivity demands, and the advancement of automated driving functions result in ever-increasing requirements on fast and secure data transmission in the vehicle and to the cloud,” stated semiconductor expert and systems architect for Volkswagen Group, Andreas Aal. “Ethernovia’s new PHY meets these demands by offering energy-efficient, high-bandwidth, low-latency data transmission paired with embedded co-optimized safety and security IP to enable a seamless and holistic architecture transition that paves the way up to future software-defined vehicles.”

Essentially, the ENT11100 and ENT11025 chips possess greater data transmission abilities for improving safety and functionality in today’s field of cars while being capable of saving energy. When implemented in mass within a car’s entire electrical system, the resulting energy savings could bode well for system reliability as well as possibly prolong the range of electric vehicles. Single-port variants are currently being sampled by prospective customers, with quad-port variants due to be available for sampling later this year.

Yes, very creative with the nomenclatures, I know. But at least all the creative juices flowed into making their crop of gizmos work as advertised to help automakers and consumers alike.

Ethernovia is up to some pretty rad stuff, and it’s companies like this seeking real solutions to real problems that we should be backing, not those who pride themselves on nothing but glitz, glam, and publicity through controversy. I wish Ethernovia and other companies like them the very best in their efforts, for if they succeed on an industry-wide scale, it will truly lead to the safer and more affordable cars we’ve been yearning for. And in my opinion, although it’s not the most star-studded headline, it’s certainly worth more curiosity than some 8-bit tinker toy of an EV rendered in 144p.

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Best Car Reviews
Best CarsBuying GuidesNew Car Reviews

The best cars we’ve reviewed (so far) for 2024

Welcome to the start of our ever-expanding home base of car reviews, where we file the best cars we’ve driven so far in order. Don’t think of this as an outright competition to see what is the definitive best vehicle out of a few classes. We’ve got more than that, anyway. Best EVs, best sports cars, best compacts, best trucks, and more! Think of this as all our existing car reviews coming together to help you decide on what are some hot ticket choices to look out for on the new or used car market. 

Check out the linked subheadings for full reviews with specs and pricing, and check back occasionally as we continue to grow our portfolio of car reviews!

(Editor’s Note: Updated 3/1/2024 with pickup trucks and EVs category!)

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Best EVS

1. Audi Q8 e-tron – A proper take on urban luxury EVs, even if it’s not a spec sheet winner

What’s hot?

  • Proper luxury car interior with all the accouterments
  • Serene ride and NVH

What’s not?

  • Some minor Audi MMI glitches
  • A tough sell with a high price and okay-ish range

Is it too late for the legacy automakers to topple the startup giants? Will no one eclipse them in terms of price, production output, or range? Ah, screw it. Let ’em have it when automakers like Audi still know how to build a damn good car and damn good features. The Q8 e-tron may not take home any victories in Top Trumps or bar stool drag racing, but that doesn’t mean it should be dismissed, because what Audi has delivered is a sublime urban EV for those who’ll heed its offerings. Ride quality is plush, even on such big wheels, and the interior is well-built and well-equipped, with enough screen to satiate the especially tech-indulgent without appearing cheap or gaudy.

The Q8 e-tron is a fine automobile. We just wish it could be an easier sell so more folks can bask in what it gets right. But we get it. What it gets wrong are things that wouldn’t be the fault of any sensible buyer should they say turn the e-tron down. With a price that starts at $74,400, it’s already an uphill battle. And with a range of only 285 miles, it’s tough to convince folks to fork over the dough for one of these instead of the comparable Tesla or a cheaper Mach-E. But give it a chance and let it thrive in the urban environments it was made for, and you may see that the numbers game isn’t the point of the e-tron. The point is to just be a great product.

2. Chevrolet Blazer EV – That one SUV from the Barbie movie is actually quite a stunner

What’s hot?

  • Sharp and sporty like its looks
  • Quiet and refined

What’s not?

  • Range lags behind key rivals, including fellow Ultium-based EVs
  • Oh boy, yet another expensive electric SUV

Hey there, Barbie! Let’s go party! And party indeed, as the Blazer EV is actually quite the charming and likable EV, with polarizing styling that contrasts with the sea of egg-shaped lunchboxes that also occupy the pantheon of electric SUVs. But for that price, you get a highly configurable package, with trim levels to match anyone’s wants, and drivetrains that offer front, all, or rear-wheel drive. Can’t think of another vehicle where you can pick either three. The Blazer also matches its sharp looks with dynamics that don’t fall on its face in the twisties and acceleration that earn the top trim its SS badge. And if you like cockpit-like interiors, the Blazer certainly fits the bill with a digital dash and infotainment setup that vaguely reminds us of a C8 Corvette and Alpha-platform Camaro blended together.

If we had to complain, there’s that sorry excuse for a frunk that’s easily trumped by rivals in its class. Range is only okay and doesn’t set any new records, with the most frugal trims seeking out 324 miles. Oh, and there are the embarrassing software issues that plagued early cars enough to cause a stop-sale. Ironically, not long after winning a round of praise and awards from all who’ve driven it. Oh, Chevy.

3. Mercedes-Benz eSprinter – Electrified mobility for businesses and tradesmen

What’s hot?

  • Fairly quick and responsive at low speeds
  • Still perfectly capable of around-town work

What’s not?

  • Uncomfortable seats
  • No dual-motor variants as of yet

Not much to say here, is there? It’s an electric cargo van with plenty of space for products or tools, enough pep for stoplight drags, and just enough range to accomplish a day of work and still have some to spare. The Mercedes eSprinter is exactly as advertised: a nicely made, well-appointed, electrified take on work vans intended for urban environments. And you know what? That’s a-okay with us. The interior is standard Sprinter, with an attractively-designed and functional infotainment system and seats that are less than optimal but get the job done. Hey, you’re getting paid to work, not lounge!

Aside from wanting more comfortable seats, a 42-minute max charge speed to 80% is only okay, there are currently no dual-motor variants available as of yet, and the payload takes a significant hit versus any gas or diesel Sprinter. Gardeners and Geek Squad folks will be fine. But no trying to smuggle kei cars in the back, you hear me?

Best plug-in hybrids

1. Mazda CX-90 PHEV – Bridging the gap between family crossovers of the past and future

What’s hot?

  • Commendable EV range for such a massive thing
  • Mazda edges closer and closer to the luxury car kingdom

What’s not?

  • Not the most cavernous three-row SUV
  • Rotary dial infotainment controls only

Mazda has been on a not-so-secret upward spiral toward faux luxury car stardom for some time now. From smooth, sporty driving dynamics to interiors with actually pleasant build quality and aesthetic design, the Zoom-Zoom brand has been making quite the name for itself. The CX-90 three-row crossover cements its status as a serious brand worth more than just one mere damn, and the plug-in hybrid variant acts as a wonderfully executed bridge between family cars of the past and present. 26 miles of EV range? Not bad! 24 mpg in the city? Heck yeah! 369 pound-feet of yoinking power? Now, you got me flustered. And these are just the specs. We haven’t even started with the gorgeous, airy, wood-lined interior that can shame the Germans or the sporty dynamics that can actually put the “sports” in sports utility vehicle.

Okay, so a big lunk like this will never score the range or MPGe of smaller plug-in crossovers. And its towing capacity and average mpg took a hit versus the Bimmer-flattering inline-six. Oh, and touchscreens be damned because the Mazda’s infotainment is controlled via a rotary dial only, which will definitely not resonate with anyone who hasn’t come from an older BMW. But if you can live with those nitpicks, you’ll still be left with one of the most compelling products to come, not just from Mazda but from any automaker in recent memory.

2. Alfa Romeo Tonale – A commuter a way only the Italians can

What’s hot?

  • A family crossover that’s actually a drop-dead stunner
  • Commendable performance and handling

What’s not?

  • Dodge Hornets are cheaper if you don’t mind the styling differences
  • Dodge Hornets have an ICE-only powertrain if you don’t care for plug-ins

Nothing says car enthusiast like anything sporty from Italy. Nothing says drab and dreary appliance like a compact crossover. Combine the two, and you might just have the recipe for a fun little urban runabout, as Stellantis has proven with the Alfa Romeo Tonale. Although ICE variants exist elsewhere, we Yanks get a bold, powerful plug-in powertrain as our sole option. It pairs a spunky little 1.3-liter turbo four boosted to high hell with an electric motor to yield over 30 miles of handy EV range and produce 285 horsepower and 347 pound-feet, which, last time I checked, is a lot more than your average compact crossover.

Sadly, it also costs a lot more than most compact crossovers and is lined up squarely against competent, similarly powerful rivals like the RAV4 Prime. Those who are a fan of spunky Italian dynamics but are willing to forgo the spunky styling can also step down to the cheaper Hornet, which produces more torque, has a similar EV range, and offers a significantly cheaper ICE powertrain. Still, flawed or not, there’s a lot to love about the Alfa Toe Nail, and there’s something to be admired when offered a fun, stylish alternative to the usual crop of cookie-cutter family cars on the market.

3. Dodge Hornet R/T – I’m like the guy right above me but with less swagger

What’s hot?

  • Fun and fast for lil’ crossover!
  • Usable EV range

What’s not?

  • Why is there no Regular-Ass Prius mode?
  • Minor electronic annoyances

“I do everything the guy above does, but better,” says the Dodge Hornet R/T, probably. Psst, it’s not better, but it is just ever so slightly different.

Not much to say here that hasn’t already been said about the Tonale. I don’t think we can say anything until we score an all-ICE Hornet GT to sample. But here it is, the Americanized take on Italy’s dandy little compact crossover, complete with the same KONI two-valve shocks, vividly red Brembos, and sticky Michelin Pilot Sport All-Season 4 tires. The car receives the same plug-in powerplant in R/T trim, albeit with an extra motor to help it yield 288 horsepower and 383 pound-feet of faux hot hatch fury. It costs a few grand less for a comparable Hornet R/T versus a Tonale, too. What’s not to love?

Well, it’s still a Tonale. This means it still suffers from the typical Italian (or perhaps just Stellantis) electronic hiccups that make it difficult to recommend, from awkward lane centering and intermittently dysfunctional safety sensors. It may also be too small for some families, and asking for the R/T skyrockets the price tag fairly quickly. But if you can live with all of it, the Hornet is still a lovable, fun-to-drive alternative in an otherwise ho-hum segment of effective yet uninteresting cars.

Best hybrids

1. Toyota Prius – shockingly fun but still lovably practical

What’s hot?

  • New powertrains are punchy
  • Easiest 50-mpg solution on the new car market

What’s not?

  • Some interior ergonomic quirks
  • Still viable in today’s world of plug-ins, EVs, and upscale economy cars?

Go ahead. Laugh. But you won’t be laughing for long when a $30 or $40 fill-up nowadays buys you well over 500 miles of range, not including the short bits of EV cruising you can manage behind the wheel of the current-gen Toyota Prius. Did I make fun of Priuses before? Of course! Do I still do? On occasion. Do I love them, though? You bet your ass.

City slickers, you can’t beat 50-plus mpg and all-electric parking lot creeping in a car with the forward and side visibility of a fishbowl (the rear is a different story) and a footprint small enough to fit in nearly any parking space. There’s an abundance of nifty safety and convenience tech to make you feel as though you’re in a more substantial vehicle, and the new chassis and powertrain result in a Prius that’s a bit of a hoot to fling around.

The question remains if the Prius is still the obvious solution when compact family sedans and crossovers are now as efficient as ever while sitting at a slightly lower price point and offering comparable, if not better, practicality and ergonomics. Not to mention the growing waves of affordable EVs and plug-ins if efficiency is really your absolute top priority. But if a middle ground between them all is what you’re eyeing, then the new Prius remains a fantastic, well-rounded entry, even if it’s not necessarily the best.

Best luxury sports sedans

1. Lexus IS 500 F Sport Performance – A final bastion for V8 sports sedans

What’s hot?

  • N/A V8 rear-drive sports sedan? For real?
  • Typical Lexus premium vibes, inside and out

What’s not?

  • Not a true IS F replacement
  • Could go for more low-end torque

If you can’t find an ounce of love for something like this, you’re either not human or one of those stereotypical Tesla fans we were warned about on social media. The Lexus IS 500 was a last hurrah we didn’t expect, but we couldn’t be happier it exists, even if it’s for a moment. Lexus delivers a compact executive sedan with rear-drive, go-fast suspension and braking hardware, and a monstrous, free-breathing V8 pushing 472 ponies! What a day to be alive! And in typical Lexus fashion, it oozes style and quality inside and out, from the way it drives and handles to the materials and tech. 

Sure. It’s not a true IS F successor in the same vein as the RC F coupe. The platform is quite old, dated, and small by car industry standards. But perhaps we shouldn’t complain about its age and shortcomings. For less money than a BMW M3, here’s a final bastion for naturally-aspirated V8 sport sedans with more charm and character than a current M3 will ever have.

2. Genesis G70 – A bonafide sports sedan to challenge the Germans

What’s hot?

  • Actually fast, fun, and engaging across all trim levels
  • Oozes style and quality at a strong price point

What’s not?

  • Fuel economy pales in comparison to German I4 and I6 engines
  • No hotted-up M, AMG, or F rival (yet)

I’ve driven and ridden in a small handful of Korean cars over the years, each getting more and more alluring the newer they got. Now, the icing on the cake, the Genesis G70 cements a notion in my head that’s been parroted by auto journalists since the Sonata got good: South Korea will take over the world. Good. Let them. Because they can build a damn fine sports sedan.

The latest G70, the only Genesis product I’ve yet to sample, sports a buttery smooth 8-speed auto directing power from either a 300-horsepower, 2.5-liter turbo four, or a 365-horsepower, 3.3-liter twin-turbo V6. You can get it dipped in rear-drive or all-wheel-drive sauce, and V6 cars can be sprinkled with a serving of electronic suspension and limited-slip diff. Sounds like a good time, yeah? But thankfully, Genesis knew not to sully the car’s luxury mission with an overly “sporty” setup, so it remains posh, refined, and quiet, perfectly balanced for wannabe touring car champs and yuppies alike.

No, there’s no super-hot M3 killer yet. And no, the fuel economy is good but not great, as BMW’s crop of turbo engines beg to differ. By like, a lot. Backseat space can be a bit tight, and interior design, while impeccably well-built, may not offer enough flair and pizazz as one might like. But these minor nitpicks shouldn’t stop you from considering the G70, especially when you get the chance to experience all that it gets oh-so right.

Best luxury SUVs/crossovers

1. Acura MDX Type S – Quick and cushy

What’s hot?

  • Genuinely fun to drive
  • A cushy, coddling cruiser for the whole family

What’s not?

  • Not as sporty as it could be, especially in the face of German rivals
  • Curse these touchpad infotainment controllers

We love a good, unsensible dose of automotive debauchery. Manic vehicles with fire-breathing engines or cyberpunk-esque EVs with more gimmicks than goodwill. Are they useful? Not always. But they sure are fun. Yet, here stands the Acura MDX Type S as the near-perfect Goldilocks’ choice of crossovers. A cavernous interior invites occupants to revel in plush leather seating accented with real wood and metal accouterments, controlled via logically arranged hard buttons to show that physical switchgear ain’t going out of style just yet! And once you take control, you’re rewarded with a lovably pleasant driving experience, defined by a powerful and silky V6, well-tuned automatic transmission, and supple suspension that’s still competent in the canyons and freeway on-ramps. Sometimes, it’s good to enjoy the middle ground.

Of course, it’s not without faults. The most glaring of which is that infernal touchpad infotainment controller, which will apparently bow out in favor of a better system in future Acuras. Good riddance. And of course, people eying the Type S badge hoping for a true M or AMG fighter may be disappointed. It’s not that car. It’s fun and engaging. Really fun, actually. But it’s not that car. In a day where clout-chasing is king, the MDX Type S reigns itself in and stays true to its family crossover roots without being afraid to have just a little senseless fun every once in a while.

Best hot hatches and sports compacts

1. Acura Integra Type S – The surprise knockout

What’s hot?

  • Chassis, brakes, engine, and pretty much everything else by the gods
  • Easily daily-drivable for thousands of miles on end

What’s not?

  • Exhaust is too quiet for how raucous it can be
  • Expensive for its class

Oh, Integra Type S, my beloved. How incredible you are clubbing GR Corollas and Golf Rs over the head with the sheer force of your awesomeness. The gods bestowed upon you suspension soft enough for tattered highway commutes yet taught enough for unflappable canyon cornering prowess. You’ve been granted a rev-happy powerhouse of a turbo four-banger with a Bimmer-rivaling 320 ponies channeled through a manual whose shifts hit crisp like ice water with a mint. And you carry yourself with civility and politeness when it’s time to calm down for the long journeys home. 

Could you tell I’m obsessed? The Acura Integra Type S is an easy winner and a rockstar in its segment, delivering Civic Type R attitude in a slightly more comfortable and mature package. Perhaps the only reason we leave here at Number 1 is because we haven’t yet tested a real Type R, which sports more supportive bucket seats and a whimsically cool wing for several thousand dollars less, trumping any value proposition the Acura had. Until then, the Acura will stay our king of the sport compact hill. 

2. Hyundai Elantra N – Shattering Korean car stereotypes

What’s hot?

  • Rip-snorting lil’ WTCC car for the road, even with the dual-clutch
  • Premium interior and performance at a stellar price point

What’s not?

  • Bucket seats are a pain on road trips
  • Ugly duckling

“Am I the only one who understands the complexity of this ambitious automotive masterpiece? This car isn’t stupid! You’re stupid!” – Billy, probably.

Hyundai’s N division has proven to be a massive disruptor in the performance car world, building comparison test winners and headline stealers since the Veloster N in 2019. The Elantra N carries forward much of the same spirit and hardware, routing 276 horsepower from its 2.0-liter turbo-four through your choice of a good ol’ six-speed stick or a snappy 8-speed dual-clutch. 

Brakes rock. Adaptive suspension rocks. The selection of drive modes that all make a meaningful difference rock. Everything rocks. And, best of all, the Elantra N goes about its performance biz with genuine chassis feel and an eager, soulful playfulness seldom found in European sports sedans. Couple that with its strong value proposition, and you have an affordable halo car that poses a serious threat to our current sports compact king. 

3. Volkswagen Golf R – The mature grown-up’s hot hatch

What’s hot?

  • Sports sedan performance with all-wheel-drive versatility 
  • Mature, elegant bodywork with hatchback practicality

What’s not?

  • Controversial infotainment system is a tad bit of a learning curve
  • On the steeper side of the pricing fence

The Mk8 Volkswagen Golf R is a divisive product, as praiseworthy as it was a source of ire among auto journos for a variety of reasons. But one thing is for certain, and it’s that no one can really hate on the fiery powerhouse that is the EA888 four-cylinder, pushing 315 ponies in Golf R trim, a sliver more than its Audi S3 cousin. It also features a trick Haldex all-wheel-drive system with Drift Mode for sideways action and Volkswagen’s baby-PDK DSG dual-clutch. 

That said, the mighty Golf R has some Achilles heels. It’s not the fiercest, most playful thing in the toybox, trading the antics of something like a Focus RS or Type R for a more upscale and serious demeanor befitting its German heritage, which may or may not resonate more with certain buyers. Its heftier price tag may also push some buyers away, as well, sitting comfortably above the likes of Elantra Ns, GR Corollas, and its not-too-dissimilar, front-drive GTI sibling. Oh, and that love-it-or-hate-it infotainment. Sheesh. At least they’re bringing buttons back.

Best affordable sports cars

1. Subaru BRZ – Jack of all trades, master of many

What’s hot?

  • A palette-cleansing trendsetter of what proper driver feedback should be
  • 2.4-liter engine staves off most desires for extra power… most

What’s not?

  • GR86 is more playful for slightly less money
  • Lame engine and exhaust sounds

Here comes the little Subaru BRZ trying to prove it has everything you need and nothing you don’t. 228 horsepower and 184 pound-feet from its 2.4-liter flat-four quells most complaints about the last car being gutless, bolstered by short gears and a svelte 2,800-pound weight. There’s a supple ride, CarPlay, Bluetooth, dual-zone climate, and options for banging sound system and scalding heated seats. 

Sure, it’s not perfect. Far from it, actually. The flat-four in stock form makes some pretty gruff, uninspired engine and exhaust noises. Space and practicality will never rival that of a hot hatch. And then there are those pesky RTV shards and daunting oiling pressure woes that have forums in a frenzy for permanent fixes. Still, if you want a track-capable, confidence-inspiring, infinitely tunable plaything that’s at home on the daily drive as it is high up in the canyons, few cars come close.

Best luxury sports cars

1. Chevrolet Corvette Stingray – “Budget supercar” is no hyperbole

Black Corvette C8 at Joshua Tree National Park
Image credit: Gabe Carey (Acceleramota)

What’s hot?

  • Faux supercar performance for a fraction of the price
  • Impressively practical

What’s not?

  • The usual supercar headaches in traffic and urban settings
  • Some stylistic quirks and nitpicks

Value is important when choosing a car. And I don’t think the value gets much stronger than the C8 Corvette Stingray. You’re telling me I can snag a base one for between $60,000 to $70,000 and still have the time of my life? Hell. Yeah. And before you snark at me and say no one gets the base model, know that me and Gabe’s tester absolutely was. No Nappa leather. No Z51 pack. No aero kit. Just the C8 ‘Vette in its most pure form.

Even with none of the extra fancy thingamajigs like MagneRide, auxiliary coolers, and Pilot Sport 4S tires, which I’m sure would have been transformative in the LA canyons and on SoCal freeways where we tested, we were still blown away at the base Corvette’s unfathomably serene ride and handling balance. It can haul all our camera gear for the LA Auto Show in the frunk, stow a body, uh, extra luggage in the rear, comfortably soak up all the expansion joints and potholes California had to throw at us, and still be an engaging ripper in the canyons.

Sure, it could be a little sharper. It could be a little lighter. It could be a little more connected. My advice? Don’t drive a 718 Cayman GTS before this. But I suppose for the money, this thing is a tough act to follow. A really tough act to follow.

2. Lotus Emira – A driving enthusiast’s dream come true

What’s hot?

  • Shocking ride and handling balance, even with Sports suspension setup
  • One helluva’ V6

What’s not?

  • Somewhat baulky manual shifter when cold
  • Not long for this cruel world

I can’t say it any better than Peter, so I’ll slip in a little excerpt.

“The 2024 Lotus Emira First Edition is a very special sports car for this day and age. It one-ups everyone else by making the most of old steering technology. This blissful steering then combines with a wonderfully communicative chassis, manual gear shift, rousing supercharged engine, and overall brilliant driving dynamics to make it a true top-level driver’s car.”

The Emira looks like so many other sports cars and supercars out there, but beneath the skin, it’s a rare breed like few others, if any at all. So it’s not the most practical or efficient thing on this list, nor is it that strong of a value in the presence of Porsche. It’s not even long for this world, slated for replacement by 2027. But when it comes to a pure driving experience, you can’t argue with some good ol’ analog fun, or as Rob Crespo and I call it, “oldfashionedasfuck.” And you know what? That’s exactly how the fanboys want it. And it’s how Colin Chapman would want it.

3. Maserati GranTurismo Trofeo – A true grand tourer with sports car chops

What’s hot?

  • Near supercar fast!
  • Sports car reflexes don’t hurt its cross-country comfort

What’s not?

  • Annoyingly long in parking situations
  • Priced smack dab in the middle of some serious rivals

God, no one does a driver’s car like the Italians. And yes, this portly, (possibly) two-ton, leather-clad, land yacht is a driver’s car. From its hellaciously fun Nettuno twin-turbo V6 to the trick Skyhook adaptive suspension with air springs. I didn’t quite know what to expect with the GranTurismo Trofeo. I kind of expected it to be a bulky, lazy touring car with tons of cross-country cred, as a car of its class should have. But I’m happy to report it can also straddle the line between touring car and sports car shockingly well, with quick, intuitive steering and a well-tuned all-wheel drive system that never lets the threat of understeer rear its ugly head in the tightest of Malibu canyons.

Sadly, its occasional electronic quirks, which range from meh to motherfu-, ahem, excuse me. It’s Stellantis-ness makes itself apparent. Not that it feels cheap. It sure as hell does not! It just has hiccups. And it better not feel cheap, not at nearly $230,000 as-tested! That’s a touch cheaper than GTs from more prestigious nameplates, but it places the GranTurmismo right in the middle of key rivals like the Mercedes SL, Porsche 911 Turbo, and even Maserati’s own MC20 supercar.

Best pickup trucks

1. Chevrolet Colorado ZR2 Bison – A serious contender in factory-fresh prerunners

What’s hot?

  • A bonafide adventurer with otherworldly suspension!
  • Plush, well-appointed interior

What’s not?

  • Steeply priced
  • Limited to crew cab with short bed only

Huzzah! Chevy’s baby Ford Raptor before Ford brought their own baby Raptor stateside. The ZR2 Bison is a phenomenally capable, lovably riotous off-roader that defies the weak and feeble stereotypes of smaller mid-size trucks. Not that today’s crop of mid-sizers are what anyone would call small, especially the Bison and its hulking 35-inch rubber. Like the new batch of Colorados, the interior is reasonably spacious, modern, and well-appointed, even including ventilated seats, which is a thoughtful addition for desert rats on Chevy’s behalf. The turbo four-banger plucked and retuned from base-model Silverados proves strong and more than up to the task of rocketing this Tonka truck cosplayer down sand dunes with ease, and the Multimatic suspension is every bit as capable and impressive as you’d expect from this company.

If you can live with the presumably abysmal fuel economy and the questionable styling, then this is a worthy rival to any fast Ford on the trail or in the open desert. Just mind the steep price tag, because ticking the Bison box on your build sheet will skyrocket the already pricey ZR2 to right around $60,000. You could buy Raptors for not that much more not long ago.

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EVs Explained range no text
EVs Explained

The secret to electric car range estimates—and why Tesla always scores big

Welcome to yet another lesson on what’s perhaps the biggest selling point on today’s crop of electric cars: EV range. Yes, everyone would love to have an EV that can keep pace with, if not outlast, their gasser companions on the open road, but what some may not know is that those big ol’ range numbers people use in their games of Top Trumps come from tests. Different tests. Not every EV is held to the same standard and, therefore, can produce wildly varying range numbers in real-world scenarios, oftentimes as a bid to earn the bigger number just to say they can.

Gasp! You mean an automaker can willingly choose a method of range testing if it means being able to advertise that they can wave a bigger stick, even if the product doesn’t necessarily yield the same results in practice? That’s obscene! They would never choose a less honest route just to fluff up their brand image, would they?

Ha! Well, yes. Yes, they can. And they have. Many electric cars have been recorded not to hit their original estimates, and only a few are noted to match or exceed. Tesla and, recently, Lucid have been accused of being the worst offenders in magazine range comparisons, and there’s angst out there regarding it. Enough for me to pen up this EVs Explained piece just to tell you all about the wonderfully riveting world of EV range testing. Don’t get too restless. Like an old compliance car, I won’t take you too far.

A white 2023 Kia Niro EV is seen driving through the city.
Image credit: Kia

One size fits some

Varying EV range tests have been a thing for some time. Such methodologies include America’s EPA, Europe’s Worldwide Harmonised Light Vehicles Test Procedure (WLTP), Europe’s now-obsolete and unrealistically optimistic New European Driving Cycle (NEDC), and the controversially unrealistic China Light Duty Vehicle Test Cycle (CLTC).

On a recent press launch, I had the opportunity to discuss such varying test methods with Edmunds test editor, Reese Counts, who commented on his Mach-E long-term loaner’s range. And although it didn’t quite hit its EPA estimates, as he commented that almost no electric car does, he does enjoy that it was a very “real” range estimate and didn’t leave him feeling as though a buyer would be conned. As a youngin’ in this field, I asked him what he meant.

Each agency has slightly different testing practices, which already yield different numbers on just the window stickers alone. In America, automakers have a choice of two routes within the EPA’s own set of rules. Because of this, it’s become a clear trend for certain cars from certain brands to come closer to their estimates than others, while others are seemingly blatant lies, except they’re not actual lies. They’re just tested under optimal conditions that favor them. Frequently, it seems these test results can be too optimistic, as seen in some of these big-name magazine range tests, where some cars consistently leave egregious gaps, sometimes as big as 100 miles or more, between their as-tested range and their advertised estimate, like the Tesla Model 3 or Lucid Air in Motor Trend’s recent test.

Mustang Mach E in the snow
Image credit: Ford

“They don’t bullshit you,” summarizes Counts regarding automakers with comparatively uninspired range claims for cars that can at least come close in the hands of normal drivers on real roads. Then he recounts cars that willingly choose alternate tests to bolster the range numbers as yet another example of “overselling but underdelivering.”

“Their numbers rarely line up with each other and can also differ from real-world ranges because each organization has its own specific test procedures,” explains Jeremy Laukkonen in a tech explainer for Lifewire. Enough content exists on the internet to explain at least some of those in greater detail, but I’ll summarize them with key highlights as best as I can.

EPA vs. WLTP vs. CLTC range testing

Basically, all EV range tests involve strapping a car down to a dynamometer or dyno, a “rolling road” as they’re sometimes referred to and basically function as a treadmill for cars. The vehicles are then charged to full, left overnight, and run through various cycles to simulate city and highway driving until the batteries can’t power the car. The vehicle is then recharged and run again and again for many tests. EPA and WLTP function similarly but have a few slight twists to them to make their estimates vary.

There’s enough nuance and small details to spin each agency’s test methods off into their own article… which we may actually do at some point. But for now, here are quick, digestible breakdowns of each one.

For greater detail, please consult your doctor (this breakdown by InsideEVs) to see which EV range testing method is right for you (less of a load of crap, in your opinion).

EPA

EPA gives the automakers a choice of a “two-cycle” or “five-cycle” range test, which essentially just dictates how many times the car goes through testing cycles. More on those cycles in a bit, as those are what give us the bigger and smaller gaps in real-world range numbers. City test cycles are conducted for a hair over 11 minutes at a time with a top speed of 56 mph and an average speed of just over 21 mph. Highway test cycles are run for a bit over 10 minutes at an average speed of 48 mpg and a top speed of 60 mph. The combined range figure is estimated by weighing together the city and highway numbers, with city driving accounting for 55% of the score and highway driving for 45%. To further simulate the range-dropping factors of real-world environments, the range is then multiplied by 0.7 to lower it.

In 2008, the EPA added three more cycles an automaker can test for that would better indicate range in real-world conditions, including a 95-degree hot weather test with air-conditioning on, a 20-degree cold weather test, and a high-speed test. Again, the results of using these extra cycles are detailed in a section below, but first, let’s see how they do things across the pond.

WLTP

Like EPA, WLTP uses cycles to test vehicles, but they’re also broken down further into classes based on max speed and power-to-weight ratios. The higher the vehicle’s performance, the higher the test speeds, hence why a Model S Plaid won’t be held to entirely the same standard as, say, a Renault Twizy. A WLTP test will be broken down into Low, Medium, High, and Extra High sub-cycles and run for 30 minutes over 14.4 miles at an average speed of 31 mph and a top speed of over 81.

Unlike the EPA range tests, the lab temperature is static at 73.4 degrees Fahrenheit, and they do not add the 0.7 real-world multiplier to lower the final range numbers. This is partly why EPA numbers are typically lower than their WLTP counterparts. For instance, the combined range of the most frugal Mustang Mach-E in America is rated at 300 miles. Compare that European Mach-E estimates of up to 372. Want another? The refreshed Tesla Model 3 Highland Long Range has a range of 305 to 341 miles, depending on wheel choice, but WLTP estimates peg it between 390 and 421.

Ah yes, the Long Range’s range is indeed long.

CLTC

This is a China-exclusive measure that isn’t necessarily relevant to Western EV buyers unless you enjoy speculating and eyebrow-raising. Criticized as “pushing an EV down a hill in a vacuum,” this methodology has been panned for the same reason as the now-defunct NEDC by producing highly optimistic range figures that may not be anywhere near indicative of what a real-world owner may experience. Unless they apparently push their car down a hill in a vacuum.

This CLTC test is conducted at a constant cruise of 25 mph until the battery goes kaput and is then adjusted for weather, terrain, and other factors via data compiled from real Chinese drivers across its many regions. While yes, this very much plays into an electric car’s inherent lows-speed efficiency and is not quite representative of what Western-driven cars will see, it’s important to remember that this is a Chinese test for Chinese market cars, so EVs are held to a different standard for their own driving environments, which are often dense, slow, and without too much intercity travel on massive high-speed highways.

Two-cycle vs five-cycle range testing

EPA test cycles
Image credit: fueleconomy.gov

Okay. So, different regions in the world conduct varying range tests and score different figures. Alrighty then, but what about the rampant talk of some brands like Tesla and even Lucid having massive disparities between lab-brewed estimates and real-world numbers?

As Counts explained to me when talking Mach-E numbers, this widdles down to the number of test cycles an automaker chooses to use.

As mentioned, the EPA offers a simple way to test for city and highway ranges with a city and highway cycle. Most automakers opt for this two-cycle test, while a few, particularly smaller startups, opt for the five-cycle test, which, as you can imagine, tests the car over more cycles. As detailed in another InsideEVs piece, it’s not that these companies are conning anyone or cheating a system. They’re just using the options available to them to gain an advantage. Such an advantage yields them a higher number that, therefore, looks better to the press and consumers and puts these startups or anyone else who uses the five-cyle option on a pedestal.

Why is this? Simple.

More cycles let EV makers take advantage of a car’s low-speed efficiency since they’re obviously exerting less energy to move at slower speeds and are bolstered by goodies like regenerative braking. The additional test cycles reportedly also include “high-speed” or aggressive driving, hot weather with air conditioning, and cold weather tests, all of which are done at a low enough speed to work in an electric car’s favor. Cool beans, except when magazines and owners conduct their own independent tests, typically on highways and at far higher speeds than the EPA’s lab experiments. This means the range disparity is, well, to say “noticeable” would be an understatement. Still, this practice of extra low-speed tests is allowed by the EPA and is totally legal, even if it’s not exactly aligned with other automakers’ decisions and doesn’t perfectly convey real-world range results on American roads.

“Such variance. Much wow.”

In case this article, its more detailed source material, and the embedded videos haven’t engrained this into your head by now, there is a mindboggling, brain-jerking, head-spinning array of variance and inconsistencies involved in EV range testing and, by extension, MPGe testing. Not only do global agencies use different methods, but there are also different cycles and sub-cycles within these methods that all yield different results for different cars. On top of that, it doesn’t help that electric vehicles are politically and societally forced to be one of the fastest evolving niches of cars on the road today, with vehicles from several years ago being nearly unrecognizable from a technical perspective from electric cars produced today.

“EVs are one of the fastest-changing areas that we deal with in our laboratory just in terms of how fast this technology is moving,” says engineer, Jarrod Brown, in CNBC’s look at EPA EV testing. “If you look at a vehicle that we had in here even five years ago, a 2016 or 2017 electric vehicle looks almost completely different internally from what we’re seeing in vehicles coming in 2024.”

When testing for range and efficiency, automakers have different ways of recording data for certification, and their cars can all use power differently. One car may not allocate the same energy to running HVAC systems as another, or they may intake and exert electricity to propel the car differently, and so on.

“Every manufacturer kind of has their own way of reporting data on where the power is coming into and going out of the vehicle,” Brown continues regarding the complexity of EV power distribution. “How it’s moving around between the motors and the batteries, or if it’s doing things like regenerative braking, or strategies about how power goes to the heating and cooling system versus how to keep the battery at the right temperature.”

The EPA system, with its many cycles, strives and often succeeds to at least come closest to what consumers can see on their commutes. But this level of added complexity and nonstop evolution may have the current ways of lining up their rulers all tripped up and out of spec. Many critics agree that modern EVs have well outgrown their archaic methods and that a new wave of standardization must come in order to bring realism and uniformity to electric car efficiency measuring.

And if the word is true, change is indeed coming. One popular suggested method is providing city and highway range estimates like how the EPA already does for MPG and MPGe instead of weighing together the two for an average number. That way, consumers know what their best and worst-case scenarios are and don’t take a singular number as the definitive range their cars will always achieve.

Class dismissed

Did I lose you yet? Summary time!

The world has its many ways to measure range, all of which controversially lack a resemblance to real-world range tests, an issue which can be attributed to a variety of reasons, such as different test lengths and speeds, varying methods of averaging out final numbers, or even a lack of air resistance being in a lab strapped to a giant automotive treadmill. Europe currently has WLTP, China has CLTC, and America has the EPA, the latter of which offers a two and five-cycle test for automakers to run their EVs through.

Tesla EVs Explained range
Image credit: Jeric Jaleco

A two-cycle test is a fairly basic test with cycles to simulate city and highway driving. The longer optional five-cycle test introduces high-speed, air-con, and cold tests conducted at fairly low-ish speeds, which works in favor of EV manufacturers since electric cars are incredibly efficient in urban use and deliver the best mileage at slower speeds. This, along with a final range number that favors 55% city and 45% highway driving, makes the five-cycle incredibly alluring to startups like Tesla and Lucid, who claim the biggest numbers in the game yet tend to show the biggest disparity in real-world range come independent tests, which are often done at higher speeds over mostly highway. And while it doesn’t deliver the prettiest, most headline-worthy figures, other automakers opt for the simpler two-cycle test as it yields the more realistic final number that is then more likely to be met by actual owners or at least have come close to.

So go forth and stay educated! And remember this one big takeaway: Like gas mileage, EV range can vary greatly. Everything from weather, road conditions, speed, and HVAC usage can affect your range, and, like these many different magazines, your own electric car’s range may be different from what any agency or even another owner gets. Your driving style may yield a 10-mile range disparity or a 100-mile one. Who knows? Just know that whatever car you buy, whether from some big-name legacy automaker or a fancy-schmancy startup, take those window sticker estimates with a grain of salt.

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Image credit: Rob Wilkinson / AiM / APEX Pro / Garmin
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These lap timers will help you become a better track driver

Attending track days is one of the most fun and fulfilling ways to express one’s automotive enthusiasm. What’s not to love? You’re in a safe and controlled environment where you can drive at way higher speeds than pretty much any other place on paved earth. This enables ample opportunity to truly enjoy what your car was designed and/or modified for, sharpen your driving skills, and even become a safer motorist along the way.

Then, there’s the bit about track driving that’s even more fun, and incredibly addictive: Setting and gradually dropping lap times. Changing your line, turning in earlier or later, refining your acceleration and braking; the process of setting and achieving goals to go faster is a fun one, and along with it comes a hearty sense of pride and accomplishment. It may not be the most financially healthy activity for car nuts, but hey, it sure beats hard drug use!

One tool that’s of massive help along the way by giving you all the information you need to go faster is a good GPS-based digital lap timer. 

Guidance from a qualified instructor is another top method, and certainly shouldn’t be overlooked as part of the learning experience. A lap timer that records data is a strong accompaniment—analyzing and digesting this data post-track session expedites the learning process and paints a very detailed picture of what it takes to get faster. Let’s go over three popular digital lap timers and discuss their various positives and negatives. We won’t rate them, but rather to help you figure out which is best for your budget and learning style.

Skip to product:

Image credit: Peter Nelson

For the most digestible data and video on the spot: Garmin Catalyst Driving Performance Optimizer

Garmin Catalyst lap timer
Image credit: Garmin

What’s hot?

  • Includes video
  • Simple, fool-proof setup
  • Very easy to digest data post-session
  • Logical software
  • Stays plugged into a 12v outlet or USB, so won’t lose power on track

What’s not?

  • Expensive
  • Doesn’t allow as deep of a dive into data as other systems
  • Requires earbuds or another improved hearing method

Kicking off this list is a comprehensive system by Garmin. I call it a system because using it requires a bit of setup time. Inside its fairly hefty box lives a bunch of wires, connectors, plugs, and various electronic doohickies, plus the sturdy Garmin tablet itself that’s the brain of the whole operation. Read the directions and allow ample time to properly piece it all together—don’t do it 10 minutes before you head out on track—and you’re golden. In fact, it’s a good idea to turn it on the night before, connect to Wi-Fi, and ensure all software is up-to-date.

Once the Catalyst is all set up and running, it’s so incredibly pleasant to use: Select the track you’re at, and it’ll automatically start and stop recording both lap times and video. While filming laps and displaying lap times, it has a delta timer that shows how much faster or slower you are compared to your best-recorded lap. It also utilizes its various sensors and GPS to record accurate data covering acceleration/deceleration, speed, your precise location on track, and so on.  Then, the footage it puts together includes a very handy data overlay for even easier data digestion, which you can review as soon as the session is over.

Image credit: Peter Nelson. Note the camera mounted to the center of the windshield, and the tablet attached via its suction cup high off to the side.

Post-session, pulling the tablet off its mount and tapping around to look at different laps, examine speed, acceleration/deceleration, and track position, as well as learning where opportunities to improve lie, is incredibly easy. It’s as easy as surfing the world-wide-web on an iPad. Plus, the layout/interface is incredibly logical, so it takes no time at all to get used to.

The Catalyst also makes suggestions on how to cut time, but does so based on your own performance—it’s not going to compare you to Lewis Hamilton. Then, by dividing the track up into different sectors, it puts together an optimal lap of all your best ones; think of it as essentially a Best Of compilation. It’s a fun challenge to try and replicate—or better yet, improve upon—this lap in a future session.

Here’s an example of what the recorded video looks like.

One downside is that its spoken instruction (that’s right, it’s got that too) is awfully quiet. The optional earbuds are a must if you’re on track with most track day organizations, as they require you to run with the windows down for safety reasons. These simple suggestions are definitely worth listening to as well. They include stuff like “brake later next lap,” “turn in earlier next lap,” and so on.

After discussing the Garmin Catalyst at length, with almost all positive remarks, here’s the catch: It’s an expensive system. It’s knocking on the door of one thousand American dollars, which isn’t exactly pocket change for most folks. In fact, that’s more than a set of good track tires in many common sizes. Though, for its ease-of-use, video, and coaching aspects, and easy data digestion, it could prove to be a very wise investment in your lapping education.

The OG for extra-deep data potential: AiM Sportline Solo 2 DL GPS Lap Timer and Dash Logger

Image credit: AiM

What’s hot?

  • The best display
  • Easy to fire up and start recording
  • Mid-tier price
  • Excellent application integration
  • Programmable lights

What’s not?

  • Potentially too much data for some folks
  • Expensive to integrate a camera
  • Slight learning curve, though all of the units in this list have that to some degree

The AiM Solo 2 DL is the oldest of the bunch, but that’s by no means a knock against it. This capable device has a lot going for it.

First and foremost is setting it up: it’s so easy to turn the DL on and begin recording once you’re underway on your warm-up lap. Like the Catalyst and APEX Pro, it utilizes GPS to figure out where you’re at and suggest which track you’d like to select from its massive database, which saves precious seconds while prepping to head out on track.

Also like the other two, its GPS is quite accurate: In my experience, all three record lap times that are within a hundredth of a second of any track’s conventional transponder-based timing system.

But where AiM’s product beats the others is its crystal-clear backlit screen: I consider it the easiest to quickly look at and understand, especially on very sunny days and other harsh lighting conditions. Not only that, but it also has a very clear delta timer. However, like the Catalyst’s, this feature can be hazardous at times, as it often motivates folks to really push braking zones and hang out on the ragged edge of the grip.

Image credit: Peter Nelson

Like the APEX Pro below (which I’ll get to shortly), the Solo 2 DL has a system of lights, but here you can program them to mean different things. For instance, the DL part of its name means data logger, specifically its ability to pull data from the OBD2 port and log it with the data it produces itself (G readings, location on track, etc.) You can program the lights to serve as a shift light, meaning it’s pulling this data from the ECU in real time—though, this requires some work with a PC and its desktop application to set up. They can also be programmed to convey predictive lap timing, though this function I’m not as familiar with.

Mounting up the Solo 2 DL is easy with a suction cup mount or a more permanent solution, though, like the Catalyst, there are some wires to run for OBD2 data integration. You can also choose to wire its power into a 12v circuit somewhere with the right wiring option. This is so you never have to worry about recharging, which is convenient for purpose-built track steeds.

Between the Catalyst, APEX Pro, and Solo 2 DL, only the latter two are able to pull and integrate vehicle OBD2 data. This means that folks who like to dig deep into this kind of stuff are better off with one of the two. 

And speaking of digging into data, AiM’s software makes for a very, very thorough experience. You can review sessions on your phone, but its full potential is best enjoyed with the brand’s desktop application. Seriously, you can spend hours and hours examining everything it produces.

For diving a little deeper into data: APEX Pro Gen II Lap Time Optimizer

Image credit: Apex Pro

What’s hot?

  • No wires means easy portability and setup
  • Convenient app-based program makes post-session review a snap
  • Much less expensive than other systems
  • Good battery life

What’s not?

  • Has a learning curve (though it isn’t steep)
  • Additions cost extra
  • Some folks might not like the system of lights

Where the Garmin Catalyst has a bunch of wires to run and a camera to set up, the Apex Pro Gen II is as easy as magnetically attaching a little box with lights to a glued-down post or suction cup mount. It’s also a good idea to keep your phone strapped down somehow, like with a quality Ram Mount.

No, really, it’s that simple, and a big part of the APEX Pro’s appeal. All you do is turn the unit on, open up your phone’s app and connect it, calibrate the unit’s position, and then hit “Drive.” It’s just a few taps and is as quick and easy to get used to as the Catalyst.

When the session’s done, you’ve got a list of laps on the APEX Pro app and a bunch of data. These include speed, track position, acceleration/deceleration G, and more, which help you see where you could improve, where you did well, and so on. It doesn’t make suggestions like the Catalyst, but the company has a lot of useful resources to help you figure out a good plan of attack for the next session. It also utilizes its GPS sensor to record your lap on a track map, which makes zeroing in on and analyzing certain sectors a cinch. Finally, having the ability to page through various graphs containing pertinent data points is very useful; once again, it takes a little bit of education to learn how to read these. My favorite is examining the lateral vs. longitudinal G scatter plot—it’s a simple x and y axis, so it’s easy to take a quick look to see how much of the lap you were on the edge of grip, and didn’t leave any G force on the table.

See that little thing on top of the dash? That’s it!

Instead of the APEX Pro giving you real-time verbal suggestions on track, it does so with a system of lights. These can indicate many things, from leaving speed on the table to being off the right line (especially in regards to your speed) and more. For example: All green lights: You’re golden. Almost all green lights: You’re doing well, but you’re leaving speed on the table. Once again, reading over the instructions is required.

Finally, you can export your data and analyze it even further in certain desktop applications, which is great for those who’d really like to get into the weeds with numbers and pinpoint where there’s time to shave.

One downside to the Apex Pro is it takes time to figure out its way of doing things. Though, once you’re there, you’ll have no problem quickly diving deep into analysis. Another is needing to purchase accessories or subscribe through your OS’ app store for more features. If you’d like to include OBD2 data (a super helpful data addition), you’ll have to buy the company’s dongle. If you’d like expanded features like recording via your phone’s camera, that’s an added subscription. Still, it’s a great overall system that’s quite comprehensive and easy to use, and quite a bit lower in price than the Garmin Catalyst.

Check out the lights in action!

Go forth and analyze

You can’t go wrong with any of the above digital lap timing units, it just comes down to your learning preference, what you want features-wise, and what your budget looks like. They’re all sturdily constructed, so you can toss ‘em around a bit like other track equipment. Though, I wouldn’t use any of them to chock your wheels in the paddock. Video is certainly a useful accompaniment, which the Catalyst does best as its camera is a default accessory to its function. The APEX Pro requires a subscription but does it well enough, and the AiM requires its expensive SmartyCam to put two and two together here.

I should point out that the Racelogic Performance Box Touch, Racelogic VBOX Sport, and RaceBox Performance Meter Box are also well-regarded options, but I don’t have any familiarity with them personally.

GRIDLIFE Laguna 2023
Image credit: Jeric Jaleco

Regardless of which option you go with, make sure you spend time reading through its instructions, do a little perusing through any applicable Facebook groups and/or forums, and ensure it’s set up properly before heading out on track. Then, head out there and enjoy setting and achieving all your lap time goals!

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