Lexus CT 200h

The Lexus CT 200h is a compact five-door hatchback hybrid in a class almost by itself.

With the CT 200h, Lexus has adapted some of Toyota's gas-electric drivetrain technology from the evergreen Toyota Prius, but infused it with a personality that's not as dowdy as the all-business Toyota. The Lexus is meant to attract younger and greener new buyers into the brand's showrooms—from both Generation X and Generation Y—and does so in part by injecting some fun into Toyota's standard hybrid equation.

The CT 200h was the only such vehicle sold in the States—at least until the Audi A3 e-tron arrived in 2016. Rivals are few, what with the CT's hybrid powertrain and hatch shape, but shoppers would do well to compare other alternative-drivetrain vehicles such as the Audi A3 e-tron or the Ford C-Max Hybrid or Energi plug-in hybrid.

Changes for 2017, possibly its last year before an entirely redesign lineup is launched, are confined to three new paint colors.

The CT arrived while the slow-selling and unloved HS 250h sedan, the first dedicated hybrid from Lexus, was still on the market. Now that the HS is no longer sold, the CT is the brand's sole hybrid-only offering. Most other Lexus models do offer a hybrid option, however.

The unexpected aspect of the CT hatchback is that it is also one of the more entertaining Lexus models to drive. The Lexus CT is powered by the same 98-horsepower, 1.8-liter inline-4 and twin motor-generators that are used in the Toyota Prius; altogether, the powertrain can provide a peak of 134 hp. While that figure isn't terribly thrilling, the fact that the CT is smaller than the Prius helps it move with some added verve, while a sportier control calibration works in the Lexus's favor as well.

The nickel-metal-hydride battery pack that delivers electricity to the motor is located behind the rear seat and under the load deck, somewhat reducing cargo capacity. With the CT's already-squat roofline, that makes the load bay remarkably shallow—there's less than a foot of height below the rollout security cover. Another example of utility given up for the sake of style.

Among small hybrids, the CT 200h is fairly sporty. Three selectable driving modes are available: Eco is almost painfully slow; Normal reacts like a normal hybrid; and Sport makes the experience much more interesting at the expense of some fuel economy. Sport affects the powertrain along with the steering weight and throttle mapping, while also providing more help from the electric motor under acceleration. When Sport is selected, the blue power gauge transforms into a red tachometer as Lexus's way of making the mode a little more special, bringing what the driver sees as most important at the time to the front.

The CT's lines are unique. It sits squarely on the street, with slab sides and thick roof pillars, giving it an interesting, slightly sporty stance. In the end, its lines say it's a standard, somewhat squat five-door hatchback—meaning it not only goes unnoticed on the street, but is hardly recognizable as a Lexus. Inside, the cabin is wide and surprisingly roomy, though all passengers sit low—especially on the short seat cushion in the rear—and the view out the slit of a rear window is minimal.

The CT 200h has a healthy list of standard equipment, although it doesn't quite have the feeling of effortless luxury that the larger Lexus vehicles carry. All CTs come with keyless ignition, iPod/USB integration, hands-free calling and audio streaming over Bluetooth, and satellite radio functionality. Options include LED headlights and rain-sensing windshield wipers, and dealers offer a host of F Sport appearance- and performance-enhancing parts.

The CT 200h has changed very little since its launch. The base price of a Lexus CT is around $30,000, but a heavy hand on the lengthy options list—especially in the electronics and safety area—can put stickers as high as $40,000. For 2015, the CT adds Siri Eyes Free capability and an updated Lexus  infotainment system with an improved control interface.

The CT 200h excels at fuel economy and has the figures to back it up. The Lexus CT 200h manages 43 mpg city, 40 highway, 42 combined, according to the EPA.

Mercedes-Benz g Class

The Mercedes-Benz G-Class is a time machine of an SUV. Developed as a military-grade off-road specialty vehicle, it's since had layers of luxury applied to its hardcore hardware.

The G-Class hasn’t changed much outwardly over the years, though mechanically it's been continually upgraded with modern running gear. The latest models provide the nicest trappings and silly amounts of power. It's developed a loyal international following from off-road enthusiasts and military buffs.

Deriving its name from Geländewagen, literally German for "off road vehicle," the G-Class is truly unlike anything else on the road.

But that's not to say that the three-pointed star brand hasn't been busy with the G-Wagen, as it's known to enthusiasts, over the last few years. Last year, new engines were planted into the G-Class, and this year an outlandish, range-topping G550 4x4² (that's "four-by-four squared") joins the lineup with off road-oriented portal axles, gigantic tires, and about 17 inches of ground clearance over the standard G-Class range.

The latest Mercedes-Benz G-Class

The G-Class' engines changed for 2016. The base G550 swaps out its naturally aspirated 388-horsepower 5.5-liter V-8 for a 416-hp twin-turbocharged 4.0-liter V-8. The G63 AMG's twin-turbocharged 5.5-liter V-8 gets a bump in horsepower from 544 hp to 563 hp, and Mercedes also introduced the V-12-powered G65 AMG, now with 621 hp and massive 738 pound-feet of torque. Other 2016 changes for the Geländewagen included new bumpers, adjustable shocks for the G550, a new gauge design, and an expanded color palette.

A boxy, tall, flat-sided SUV, the G-Class is unique in its design and its longevity, with only the Jeep Wrangler lending the same off-road-centric, retro feel. Those who want the same kind of old-school manners would have to otherwise consider a used Land Rover Defender or ancient Toyota Land Cruiser, now that the entire HUMMER brand has been consigned to history's junkyard and Toyota has discontinued the FJ Cruiser.

Driving the G-Wagen is unlike piloting any newer vehicle. The belt line is rather low, and passengers are surrounded by tall glass windows, with a good view ahead over the hood. There’s barely seating for five, entry/exit is challenging, and the seats are somewhat flat with short bottom cushions. Although today's G-Wagen has plenty of power on tap, the big 'ute feels top-heavy and cumbersome and won’t respond kindly to quick changes of direction. There’s also considerably more road noise than anything else in the Mercedes-Benz stable, though upholstery and trim are top-notch, with heated-and-cooled seats, a heated-steering wheel, and a leather-padded dash.

Mercedes-Benz G-Class history

The G-Class originally was developed by Mercedes-Benz for the Shah of Iran and military use, but was introduced for civilian buyers in 1979, after the Shah was deposed.

Hand-assembled in Austria, the so-called G-Wagen fit the part of basic off-roader at first, with a modest lineup of gasoline and diesel engines and three body styles—two- or four-door hardtop, or two-door softtop. Although it wasn't officially sold in the U.S., a number of G-Wagens were imported as a gray-market product and sold to the wealthy as a status symbol in the 1980s. By the mid-1990s, a V-8 version had been introduced, as well as a power-convertible version, and interior appointments became more luxurious.

Mercedes finally began importing the G-Class to the U.S. for the 2002 model year. It was initially offered here only as the V-8-powered, 292-hp G500; the AMG-tuned G55 followed a year later with 349 hp and later received a power upgrade to 476 hp thanks to a supercharged V-8. For 2012, Mercedes offered a 382-hp, 5.5-liter V-8 in the G550 and a 500-hp version in the G55 AMG. Fuel economy has never been a strong point for the G-Wagen, dipping down as low as 11 mpg city, 13 highway for the thirstier AMG model.

The G-Class has been changed very little in the time it has been on sale here, but an updated version arrived to the U.S. market for the 2013 model year. At that time, the 388-hp G550 was joined by a revamped AMG model, the G63, outfitted with a new twin-turbo, 5.5-liter V-8 with 544 hp, a stop-start system, and a 7-speed automatic. Most other hardware was carried over, but American versions got new round dials in the instrument cluster, a fixed LCD screen mounted on top of the dash for display of the navigation system, and the latest version of Mercedes' infotainment controller, which also operates an app and connectivity suite.

Mercedes-Benz recently ended limited production of a special 6x6 (six-wheeled, six-wheel-drive) version of the G-Class outfitted with a small pickup bed in the back. About 100 were built and cost more than $500,000 each. At the 2015 Geneva Motor Show, Mercedes also unveiled a 4x4 version with the same enhanced off-roading equipment—including high-clearance portal axles and modified suspension with remote-reservoir shocks—but in the normal G-Class. It is called the G500 4x4², and it is currently available overseas. This model's shorter length compared to the 6x6 certainly makes it more maneuverable off-road, not to mention friendlier to city streets and garages, assuming it isn't too tall to clear the entrance. Its high-clearance axles let it roll over just about anything on its 18-inch beadlock wheels wrapped in aggressive off-road rubber.

A few times in the past the G-Class has been nearly axed from the lineup, with Mercedes-Benz unsure whether it should continue to engineer and develop future models, given such niche appeal. However, the company has decided to keep production going until at least 2019.

Toyota Tacomo 2017

The Toyota Tacoma is the latest of a long-running line of pickup trucks that date back to the Hilux and the simply named Toyota Pickup.

The Tacoma is a mid-size pickup, the smaller of the brand's two truck offerings. Although the segment has been ignored by many automakers for some years, mid-size offerings now include the completely new Chevrolet Colorado and GMC Canyon twins, as well as the Tacoma and Nissan Frontier. In the past, rivals have included the Ford Ranger and Dodge Dakota, among several others.

For 2017, Toyota's mid-size truck sees the addition of a new TRD Pro trim level aimed at off roaders. With advanced Fox shocks, a small suspension lift, and beefier skid plates, it delivers many of the features commonly added on the aftermarket by truck owners.

The new Toyota Tacoma

The Tacoma is offered extended and crew cab body styles and a choice of short and long composite beds. Both 4-cylinder and V-6 engines are available and most models offer a choice between automatic and manual transmissions.

Toyota introduced a heavily updated Tacoma for the 2016 model year. Along with the usual styling and feature updates, the 2016 truck received a new Atkinson-cycle 3.5-liter V-6 with direct and port injection, which improves fuel economy. The V-6 is available with either a 6-speed manual or automatic transmission, while the base 4-cylinder carries over and goes autobox-only. Toyota also made changes to the Tacoma's frame, adding strength and rigidity while also upping the amount of high-strength steel used. Finally, a newly styled interior offers more luxury features, more connectivity, and an updated Entune infotainment interface.

Toyota Tacoma history

Ever since the introduction of the original Tacoma for 1995, the model has maintained a loyal set of owners by offering different body styles, powertrains, and, especially, a few special editions targeted at off-roaders.

The current Tacoma arrived in the 2005 model year, and it was carried through to 2015 with remarkably few major changes. It came a wide variety of configurations: Regular Cab, Access Cab, and Double Cab and X-Runner models. All three were available with either short or long beds, or two- or four-wheel drive, in a range of trims and equipment levels. The two engines are a 159-hp 2.7-liter 4-cylinder engine, and a 236-hp 4.0-liter V-6. Since its launch, towing capacity has risen from 5,000 pounds to today 6,500 pounds in the suitably equipped V-6 model.

In its first generation, which ran from 1995 to 2004, the Tacoma got power from 2.4-liter and 2.7-liter 4-cylinders as well as a 3.4-liter V-6; output ranged from 142 hp to 190 hp. It always offered a choice of rear- or four-wheel drive, in either regular or extended cabs, with two different bed lengths. In the 10 years it was on sale, the first Tacoma received some aesthetic updates as well as several special edition packages.

The base regular cab truck came with minimal features, but offered a choice of 4-speed automatic or 5-speed manual transmissions. The popular, work-ready 4x2 "low boy" model was discontinued after 2015. Models equipped with the V-6 were available with either a 6-speed manual or 5-speed auto. Above the standard trim was the PreRunner specification, which adds several off-road-friendly features, including over fenders, skid plates, mudguards, and upgraded wheels and tires. Inside, the trucks see upgrades correlated to cab sizes, with the larger models adding more luxurious seating, more folding-seat arrangements, and more power accessories. The range-topping Double Cab models add rear-seat amenities including cup holders, heating ducts, and a 60/40 split-folding rear bench seat.

The X-Runner is a special high-performance version of the Tacoma, offering stiffer suspension, larger alloy wheels and summer tires for better on-road performance, as well as a body treatment to match. Optional upgrades available on various models included a 6-disc, in-dash MP3-capable stereo system, and a convenience package including power mirrors, keyless entry, cruise control, sliding rear window with privacy glass, and steering wheel-mounted audio controls.

In recent model years, Toyota has added more off-road-oriented options with T|X and T|X Pro packages in addition to the PreRunner, X-Runner, and TRD Off-Road Package. Also, for the 2012 model year, Toyota expanded the number of 4-cylinder Tacoma models and gave these trucks a light refresh, with a somewhat different grille, and less brightwork inside. The orange interior lighting was replaced with blue, and a new standard sound system included six speakers, Bluetooth hands-free capability, and a USB/iPod port.

Also added for 2012 were an available navigation system with real-time traffic and weather, accompanied by a new premium system with HD Radio and Bluetooth audio streaming.

No changes were made to the Tacoma for the 2013 model year; Toyota discontinued Tacoma Regular Cab models after 2014.

For 2015, Toyota offered a TRD Pro package for the Tacoma, as well as the 4Runner and Tundra. On the smaller truck, it includes an off-road-ready wheel-and-tire package, a new exhaust, upgraded suspension components, and a unique front end, with a different grille and a hood with a scoop. The TRD Pro is aimed at more serious off-roading and trail running.

Honda Clarity 2017

The new 2017 Honda Clarity is a hydrogen fuel-cell car, the follow-up to the first-generation Honda FCX Clarity that was leased to selected California drivers in tiny numbers from 2008 through 2014. Only about 60 first-generation Clarity cars were leased—they couldn't be bought outright—and each one was rumored to have cost Honda well into the six figures.

The 2017 Clarity Fuel Cell sedan, however, will be built in slightly higher numbers: Honda executives have said the company expects to build 200 the first year for all markets. But keep those low numbers and the limited availability in mind when thinking about the car, since its volume is no more than a rounding error for Honda's popular Civic, Accord, and CR-V models, each selling more than 300,000 a year.

There will also be two other versions of the Clarity: a battery-electric Clarity EV, though with a range expected to be just 80 miles or so, and a plug-in hybrid version that'll be the volume seller among the three. The hydrogen-powered version went on sale in December 2016, but the other two won't arrive until late in 2017.

The Clarity's design is futuristic and has more ornamentation, vents, trim and accent lines than the two iterations of the concept car that previewed it. The chrome bar that underlines the grille opening and sweeps over the thin, swept-back LED headlamps is a recognizable Honda design element. The flat top of the rear wheel arch, angled slightly forward, may be the most dissonant stylistic element.

Striking look, premium interior

Every Clarity has a glossy black roof with a chrome arc along the pillars and roof edge that delineates it from the lower-body color. It's a striking look, and most eyes would agree that the longer, sleeker Clarity is better-looking than the homely Toyota Mirai, the other dedicated fuel-cell vehicle on the market. The Clarity's interior is relatively conventional, with a luxurious feel and materials, and very few of the Mirai's unusual controls or hard plastics.

The motor that powers the Clarity's front wheels produces 130 kilowatts (174 horsepower) and 221 pound-feet of torque. Honda estimates acceleration from 0 to 60 mph at roughly 9 seconds, which we confirmed in some informal on-road testing during a preview drive. Like hybrids and electric cars, it uses regenerative braking to recharge a small battery pack, but that's used only to boost acceleration temporarily—it doesn't power the car for any meaningful distance. The new Clarity's 5.5 kilograms of hydrogen-storage capacity—at 10,000 psi—give it an EPA range rating of 366 miles, though like an electric car, aggressive driving style can cut the estimated range substantially. The Mirai, by comparison, is rated at 312 miles.

The first-generation FCX Clarity was roughly similar in form, but its earlier 100-kW fuel-cell stack sat in a thick, wide console between the two front passengers, it used a 100-kW (134-hp) electric motor to power the front wheels, and its hydrogen tanks were only designed for pressures of 5,000 psi. The new car has better performance, and Honda is particularly proud of the fact that its fuel-cell stack and all associated electronics fit under the hood in the same volume as a V-6 engine and transmission combination.

Honda will lease the 2017 Clarity only to households in carefully chosen areas of Northern and Southern California that lie within range of small, but growing number of hydrogen fueling stations. But as a zero-emission vehicle option, the new Clarity is likely to be swamped in volume by total sales of more than a dozen battery-electric vehicles now on the market, including the Tesla Model S and Model X, and a host of shorter-range electric cars as well. The three-year lease costs $369 a month, and comes with 20,000 miles a year and $15,000 of free hydrogen fuel—a major plus when a 60-mile refill with hydrogen cost us $16.

For those buyers uninterested in electric cars, or incapable of plugging in—and who are also lucky enough to live near a hydrogen fueling site—Honda's hydrogen-powered vehicle offers another way to drive with zero emissions from the vehicle. Its primary rival is the Toyota Mirai sedan, although Hyundai also leases a Tucson Fuel Cell model in even smaller numbers.

Honda Fit 2017

The Honda Fit is a small hatchback that's marketed as Honda's smallest vehicle in the U.S. Though it's a rival for vehicles such as the Chevy Sonic, Ford Fiesta, and Hyundai Accent, it has more interior space than almost all of them.

The Fit has been thoroughly revamped for a new third-generation model that arrived for the 2015 model year. It's also added a companion model: the Honda HR-V crossover SUV, which is built alongside the Fit in Mexico.

For 2017, as in 2016, the Fit largely stands pat aside from some minor paint color shuffling.

The new Honda Fit

The current Honda Fit is powered by a direct-injected 1.5-liter inline-4 that produces 130 horsepower and 114 pound-feet of torque. A 6-speed manual is the standard transmission, but most Fits will arrive at dealerships with a continuously variable transmission (CVT) that maximizes fuel efficiency, and return EPA ratings of up to 33 mpg city, 41 highway, or 32/38 mpg on upper (read: heavier) trim levels. The manual is rated at 29/37 mpg.

One of the most obvious changes for the new model has been its styling. While the first two generations wore cute and cheerful sheet metal, this third version has morphed into a sort of robotic-looking angular design. Thankfully, the current version retains the same basic profile with a very laid-back windshield and upright rear end.

The latest Fit has a more grown-up ride than before and traded some of its sharpness and steering response for a comfort-oriented calibration. It's less of a joy to drive, quite frankly. The so-called Honda "Magic Seat" and its many configurations return for this generation, and provide as much utility as before. We're actually somewhat surprised that no other automaker has tried to copy this masterpiece of space engineering.

The Fit has earned the top IIHS rating of "Good" in all tests except the tough small-overlap front crash, in which it received an "Acceptable" rating. The NHTSA gave the Fit five stars in its overall rating.

The Fit was joined by the Honda HR-V for the 2016 model year. That subcompact crossover is based on the Fit and offers a similar interior layout with the Magic Seat, but it uses a larger engine and offers all-wheel drive as an option. The styling of the HR-V is also in line with other Honda crossover models instead of the Fit's angular edge.

It's the Magic Seat that has given all Fit hatchbacks their versatile and generous cargo space. The design allows the back seat to fold into several different positions, including both forward and backward. Owners can create a low, flat cargo floor or provide space for exceptionally tall cargo, like a potted plant or a mountain bike. The clever seat arrangement premiered on the original 2007-2008 Fit and has been carried over to all subsequent models.

Honda Fit history

The first-generation Honda Fit had been sold overseas as early as 2001, and was noticed for its excellent reliability, low running costs, and good resale value, before it landed on our shores for 2007. Both the first and second generations of Honda Fits were just more fun to drive than their competitors—though the Ford Fiesta and Chevy Sonic closed that gap.

The first-generation Honda Fit was only sold in the U.S. for two model years, 2007 and 2008. The second generation ran from 2009 through 2013.

In its first generation, the Fit came with a 109-hp, 1.5-liter 4-cylinder engine fitted with Honda's VTEC valve system. It was offered with either a 5-speed manual or 5-speed automatic sending power to the front wheels. Performance was sprightly if not downright quick, and its steering and suspension had a definite sporty tune to them, which made the task of piloting the small inexpensive car a joy rather than a chore.

The 2009-2013 Fit again offered a single engine: this time, a 117-hp, 1.5-liter 4-cylinder, which could be ordered with a 5-speed automatic transmission, but came standard with a 5-speed manual gearbox. On Sport models, the automatic came with paddle shifters for manual control of gear selection, along with an optional touch-screen navigation system and better audio connectivity.

The lineup for each model year of the second-generation car included Fit and Fit Sport models, with the Sport in recent years adding alloy wheels, fog lamps, and a rear stabilizer bar, plus cruise control, key less entry, and steering-wheel controls.

Safety has been a strong point for the Fit throughout. Standard safety features for the second-generation car included side and side-curtain bags as well as active head restraints. The Fit was one of few small cars to get top scores from the IIHS for frontal and side impacts.

During the life cycle of the second generation, the Fit saw only minor upgrades to equipment and features. Changes for 2012 included expanded steering-wheel controls and upgraded fabrics. There were no significant changes for the 2013 model year.

The 2013 Honda Fit EV all-electric model was offered only in very small numbers and only to customers in California and Oregon. Honda expected to lease only 1,100 of them for a three-year term, in order to comply with California zero-emission vehicle requirements for the car-makers with the highest in-state sales. With its light, eager driving feel, powerful electric motor, and EPA-rated range of 82 miles, it might have been a bigger success than the limited sales allowed for. Honda hasn't announced whether an EV model will return for the Fit's third generation.

Honda did not offer a Fit for the 2014 model year, instead beginning production early for a new 2015 model.

Toyota Highlander 2017

The Toyota Highlander is a big SUV with seating for up to eight passengers. With nearly as much interior space as the Sienna, the Highlander offers minivan-like comfort and room without the minivan look.

The Highlander is a rival for vehicles such as the Ford Explorer, Honda Pilot, Nissan Pathfinder, and Chevrolet Traverse.

The Highlander's three rows of seating and choice of 4-cylinder, V-6, and hybrid drivetrains provides the most flexibility within the Toyota crossover family. The Highlander is at the top of that lineup, which also includes the RAV4 and upcoming C-HR.

The new Toyota Highlander

The 2014 Toyota Highlander received an entirely new look—one that proved to be more assertive and truck-like than ever before. Still the largest crossover in the Toyota lineup, the Highlander didn't grow all that much in any direction, but it looks much bigger as a result of the new sheet metal. The latest cabin is patterned after the one in the new RAV4, and Toyota's infotainment brings with it a large LCD screen for the dash.

Power trains were carried over: there's a 4-cylinder, a V-6, and a hybrid V-6, all with automatic transmissions. All-wheel drive is offered only on the V-6 models. Inside, Toyota managed to carve out more interior space and installed more features; one of our favorites was lost in the transition, however, as the hide-away center seat on the middle row was deleted in favor of a plain bench seat or two captain's chairs.

Safety is often a concern of families buying crossovers like the Highlander, and Toyota doesn't disappoint. Eight airbags are included on all models, as is a rear-view camera. More advanced options include a lane-departure warning system, parking sensors, and blind-spot monitoring. For 2017, it also adds with pedestrian detection and a 360-degree camera system. The IIHS has named the Highlander a Top Safety Pick+, its highest honor; while the NHTSA gave the model a five-star overall score, with four stars in frontal crash and rollover protection.

The Highlander carried over unchanged for the 2015 model year and only received minor changes for 2016.

For 2017, it gets a somewhat more aggressive look, more power and improved fuel economy for the V-6, the aforementioned safety features, and a new sportier SE model. Toyota is also expanding the Hybrid lineup. The V-6 adds direct injection and stop/start this year, and it can now switch between the more powerful Otto and more efficient Atkinson cycles, improving both power and efficiency. The EPA fuel economy ratings increase from 19 mpg city, 25 highways with front-wheel drive to 21/27 mpg, while the all-wheel-drive version improves from 19/25 mpg to 20/27 mpg. The Hybrid also adds direct injection, and its fuel economy improves to 30/29 mpg.

Toyota Highlander history

The Highlander first went on sale in the U.S. as a 2001 model. That original Highlander wore very plain styling inside and out. Though it was mostly a Camry underneath, the first Highlander bore more of a resemblance to the Subaru Forester, with its boxy, upright stance. The compact 2001-2007 Highlander had many advantages, including a usefully tall interior space and plenty of glass for great visibility. Relatively lightweight and equipped with a choice of either a 160-hp 4-cylinder engine or a 220-hp V-6, the 2001-2003 Highlander also came with a choice of a 5-speed manual or 4-speed automatic on 4-cylinder models; the V-6 version came only with the 4-speed automatic. All-wheel drive was a popular option in this generation.

The Highlander received a new 3.3-liter V-6 for the 2004 model year; the engine made 230 hp and was paired with a 5-speed automatic transmission. The Highlander's 4-cylinder engine carried over from before. An optional third-row seat also was made available in 2004, providing more seating options than in competitors like the Honda Pilot and Ford Edge. The 2004 model also received slight aesthetic tweaks. For 2006, the big news was the addition of a mild-hybrid version of the V-6 all-wheel-drive Highlander; the system and its batteries and motors was shared with the Lexus RX 400h, which was also introduced that year. Both models offered only small improvements in fuel economy over their standard V-6 counterparts.

A new Toyota Highlander arrived for the 2008 model year, with changes that can be considered somewhat of a mixed blessing. Fans of the pragmatic original found the new generation much larger, but also much softer in driving feel, though also more impressively finished inside. The 4-cylinder version made 187 hp and was paired with a 6-speed automatic, but it wasn't as refined as Toyota's small fours used to be. There was a big, automatic-only, 270-hp V-6 option, which was better suited to the hefty second-generation Highlander. Dynamically, neither version felt very connected or responsive—a problem aggravated by that generation's optional Hybrid power train and its feeling-free electric power steering.

Toyota had initially planned to shift assembly for this generation of Highlander from Japan to a new facility underway in Blue Springs, Mississippi. The recession and lagging car sales put that plan on hold; the plant was repurposed for Corolla assembly after some delayed and changed plans. For 2008, Toyota imported Japanese-built Highlanders; as of the 2010 model year, Toyota is now sourcing U.S. editions from its Indiana assembly plant.

Toyota extensively updated the Highlander for the 2011 model year with a standard third-row seat on non-Hybrid models, and a new front-end look that mimics the one on the Venza crossover. The 2011 Hybrid edition saw its gas-engine displacement increased from 3.3 liters to 3.5 liters, improving fuel economy while netting 10 additional horsepower, for a total of 280 hp.

Toyota Prius V 2017

The Toyota Prius V is a larger hybrid wagon derived from the Prius lift back—the most successful hybrid vehicle ever.

Along with the smaller Prius C hatch, the V is part of an expanded Prius lineup that also includes the standard lift back, Prius C, and the Prius Prime, a plug-in hybrid with 22 miles of all-electric range.

The Prius V shares a badge and an economical power train with the Prius lift back, but packages everything in a wider, longer, taller, wagon-like body. It offers improved space for small families and their stuff while still returning respectable economy figures.

Few direct rivals exist for the Prius V, but the closest competitor from another maker may be the Ford C-Max Hybrid, a similarly sized, hybrid-only model that also resembles a tall wagon.

Toyota's own RAV4 Hybrid, however, may do the most damage to Prius V sales. The hybrid crossover utility vehicle has outsold the Prius V since it was launched for the 2016 model year. It offers all-wheel drive, but returns lower gas mileage than the Prius wagon—although its EPA ratings are better than those of even the most fuel-efficient crossovers in the Ford Escape and Mazda CX-5 lineups.

Almost all of them are more fun to drive than the miserly Toyota, although those who like their Prius lift back but want a little more room will be pleased with the wagon. The Prius V is essentially unchanged for the 2017 model year, aside from some minor infotainment upgrades.

The Prius V is the largest Prius offered yet, providing the most space for people and gear inside. It's aimed at small families who have outgrown their Prius lift back but still want stellar fuel economy. The V is basically a wagon version of that model, although it is wider in addition to being taller and longer. While some markets get a three-row version of the V, it is only available with five seats in the U.S.

The Prius V delivers its biggest payoff in fuel efficiency. Even though it's heavier and less aerodynamic than the 50-mpg Prius lift back, it still manages 44 mpg city, 40 highway, 42 combined, according to the EPA. Only the Ford C-Max Hybrid comes close—it is rated at a lofty 42 mpg city, 37 mpg highway, but we've struggled to achieve those numbers. The Prius V stays much closer to its EPA ratings in everyday use.

The Prius V hangs onto the basic formula of its siblings—a dedicated body style and the company's signature Hybrid Synergy Drive system. Just like the standard Prius, the V comes with a 98-horsepower, 1.8-liter 4-cylinder engine and a pair of electric motor-generators, managed through a planetary gearset and sophisticated electronic controls. Ride quality is quite good, and previously Prius-driving parents will appreciate that the futuristic, but impractical "flying console" dash layout from the main Prius lineup has been replaced with a more straightforward one that offers a variety of bins, cubbies, and trays.

When compared side by side with a classic Prius lift back, the Prius V has a more classic wagon shape. The higher, squarer back end distinguishes it from the long-sloping "kammback" design used for the Toyota Prius lift back since 2004. While the shape of the latter is aerodynamically superior, its low roofline at the back interferes with cargo capability. The more spacious Toyota Prius V shares no body panels at all with its five-door sibling, even though the two look very similar. The V provides a higher (more minivan-like) seating position, along with lots more cargo space—67.3 cubic feet, with the rear seats folded. The rear seats also slide back and forth, and can be reclined to optimize the balance between passenger legroom and cargo space.

As with all but the smallest Prius C model, the driving experience is very low-involvement. The steering is light but precise, and power-train response will rev or slow the engine note independent of road speed, as the hybrid system continuously re-balances the mix of gasoline and electric power for maximum efficiency. It will all feel familiar to Prius owners, but wagon buyers new to the Prius line may find it a little off-putting at first.

Overall, the Prius V drives much like the Prius lift back, but it's more burdened by 300 pounds of additional weight. Prius drivers will feel the extra heft during acceleration from a standstill, and new drivers will note the Prius V straining mightily to labor up hills while heavily loaded with people and their goods.

The Prius V, much like the Prius lift back, comes with a series of trim levels that can seem confusing. For starters, the "V" is pronounced phonetically, as in Prius "Vee." Toyota Prius V Two, Prius V Three, and Prius V Five models were offered initially, with a Prius V Four added for 2015—no, there isn't a "One." The Two is the base model, while the Three adds Bluetooth, voice-activated navigation, and steering-wheel controls, plus navigation and a touch-screen system with Toyota's Entune infotainment interface.

With the Five you get the full spectrum of goodies: upgraded alloy wheels, heated front seats, synthetic leather upholstery, fog lamps, and LED headlamp. The Advanced Technology Package adds adaptive radar-based cruise control, a large panoramic sunroof, and an integrated garage-door opener. Note, though, that the high-end edition can move about $35,000, which may eat up some of those fuel savings.

The Prius V received its first refresh for the 2015 model year, with new, more aggressive styling bringing the look closer to that of the most recently updated Toyota products. Some equipment was shuffled around, and the base price dropped slightly, while Toyota added the Four trim level between the Three and Five to provide an extra build and options combination. The 2015 model is mechanically identical and keeps up the original model's high fuel-economy marks.

Toyota Prius C 2017

The Toyota Prius C is a five-seat, five-door hatchback sold exclusively with a hybrid power train, as a part of Toyota's Prius family of hybrids.

As a compact hatchback—or subcompact by many distinctions—the Prius C is considerably more fun to drive, not to mention more agile and easier to maneuver, than the two larger Prius models.

The most affordable and smallest Prius offering, the Prius C manages fuel economy similar to that of the bigger hatchback, thanks to its downsized body and power train. It manages about 50 mpg combined on the EPA cycle, which isn't quite as good as the new 2016 Prius, but better than the wagon-bodied Prius V.

The two-door, two-seat Honda CR-Z is the closest competitor to the Prius C. Among gas-powered cars, the Prius C competes with the most fuel-efficient versions of mainstream subcompacts such as the Ford Fiesta, Chevrolet Sonic, Toyota Yaris, Nissan Versa, and Hyundai Accent.

While the lines of the Prius C are far less distinctive than those of the traditional Prius—to us, it looks like a mass-market model and very similar in shape to Toyota's non-hybrid Yaris—it's actually a unique, hybrid-only body style. The rather ordinary five-door hatchback layout offers as much space up front as the standard Prius, though less space in back, thanks to more upright seats and the shorter wheelbase. Cargo space with the rear seats in place is enough for a load of groceries, while the seatbacks can fold forward to expand the available room for stuff—it makes an excellent car for two people, with tolerable space for three or four in a pinch. Toyota managed to locate both the gas tank and the battery pack under the rear seat, meaning that unlike the Insight, the Prius C has a full-depth load deck.

From the driver's seat, the instrument-panel layout borrows some minor controls from the Yaris, but shares the central gauges and readouts of the rest of the Prius lineup. There's a fair amount of interior noise, and the trims and materials are clearly a step down in quality compared to the Prius, but that's to be expected given the bargain price.

Because the C is smaller than its Prius kin, it can make do with a similarly downsized power train. The 1.5-liter 4-cylinder makes just 73 horsepower. It's paired to a small electric motor in the same arrangement as the other Prius models, and uses a 0.9-kwh battery pack. The layout and function of the system are the same as in Toyota's other hybrids, although the Prius C uses a more traditional gear selector in place of the blue nub found in its brethren.

While it ends up at the same 50-mpg EPA combined mileage rating as the larger Prius liftback, the details follow a different path. We've seen a bit lower in real-world drives, but found that it's considerably more nimble and maneuverable than any other Prius—although hardly sporty. We've found the best way to keep up with traffic is to work the little Prius hard, which didn't seem to negatively affect gas mileage very much.

For less than $20,000, you'll make some trade-offs to get the sophisticated hybrid power train. Just four trim levels are offered (Prius C One, Prius C Two, Prius C Three, and Prius C Four), though even the least pricey Prius One model includes automatic climate control, power accessories, keyless entry, and USB/iPod connectivity. A navigation system and Toyota's infotainment system come in the Prius C Three, while Prius C Four models get heated seats, alloy wheels, and fog lamps.

The Prius C doesn't fare as well as some other models in safety testing. It receives four out of five stars in the NHTSA's evaluation, with some warnings that aren't taken into account in the ratings. In the IIHS's testing, it receives top "Good" scores in all but the new small front overlap test where it scored an "Acceptable" rating, which keeps it from a Top Safety Pick honor.

Styling was refreshed front and rear in 2015, with a new, more aggressive look echoing that of Toyota's other redesigned offerings. Equipment was shuffled somewhat, and a new set of bold colors was added in addition to the tamer options.

For 2016, Toyota's suite of active safety systems was added to some models, and a Prius C Persona Series limited-edition model was added, but Toyota left the chart-topping fuel economy unchanged.

Toyota expanded the active safety suite to all models in 2017 and revised the front and rear bumpers, as well as the side rocker panels, for a new look to the Prius C.

Toyota Tundra 2017

The Toyota Tundra is the Japanese automaker's full-size pickup. Ever since it was introduced as the replacement for the T100, the Tundra has struggled to gain market share among other full-size trucks.

Even after expanding the Tundra lineup and moving production to Texas, Toyota continues to find itself playing an unaccustomed fifth fiddle to the full-size pickups from Ford, Ram, Chevy, and GMC.

With a new Nissan Titan now at dealerships, the Tundra has the oldest technology in a battle that relies on innovation and change to woo customers. That hasn't happened for 2017, with the Tundra standing pat aside from some shuffling of paint colors.

Today, the Tundra is at least the equal in size of the F-150, Ram 1500, Silverado and Sierra. It's sold in lots of trim levels, too, from the Tundra SR and SR5, to the Limited, Platinum, 1794 Edition and TRD Pro models.

The new Toyota Tundra

Toyota gave the Tundra a mild freshening for the 2014 model year. The revised trucks debuted at the 2013 North American International Auto Show in Detroit sporting new front-end styling, added content, and a slightly nicer interior. Standard items include a rearview camera and Entune audio systems, while blind-spot monitors and rear cross-traffic alert are available on upper trim levels. The same three engines were included, keeping the Tundra behind the revised Ram, new GM trucks, and well-fitted Ford models. The new technology inside was a nice touch, but the Tundra's main problem remained its less powerful and less fuel-efficient motivation. In some versions with the 4.6-liter V-8, the Tundra's fuel economy actually dropped slightly, likely due to aerodynamic or tire-choice changes.

Today, the Tundra retains its four-star government rating and received top "Good" scores in the four categories for which it is rated by the IIHS, but it is not eligible for a Top Safety Pick nod since it doesn't offer the latest crash-intervention hardware, and only scored a "Marginal" rating in the agency's small-overlap front crash test.

For the 2015 model year, Toyota dropped the 270-horsepower V-6 engine option in the Tundra, leaving it only with its choice of V-8s. Only minor trim and feature changes were made for the 2016 and 2017 model years.

Toyota Tundra history

While critics have often found the Toyota Tundra to be the wrong size or aimed at the wrong audience, it has met praise for its non-standard approach to the pickup scene. First sold in 1999 as a 2000-model truck, the Tundra has evolved, growing larger and more powerful over its three generations.

From initial launch, the Tundra was offered with a choice of two engines: a 3.4-liter V-6 making 190 hp and a 4.7-liter V-8 good for 245 hp; Toyota also offered TRD supercharged versions of both engines for some extra power. The first round of engine upgrades came for 2005, when the V-6 was replaced with a 4.0-liter unit and the V-8 received variable valve timing, which both resulted in power bumps. The first-gen Tundra's styling was certainly conservative. It was offered in Regular, Access (with rear-hinged doors), and Double Cab configurations. Toyota's first attempt at a full-size truck was somewhat hamstrung compared to the domestics as it was only able to tow around 7,000 pounds.

The updated Tundra offered a choice of three engines: the 4.0-liter V-6, a 4.6-liter V-8 rated at 310 hp, and a 5.7-liter V-8 rated at 381 hp. The largest V-8 also was available with flex-fuel capability. The Regular Cab model was the work truck of the range, offering a minimalist feature set, though it could be upgraded to include more advanced features. The Double Cab model offered a higher base specification, including more available upgrades. The CrewMax model, with its four-door layout, offered luxury items like an available power moon roof and a standard power vertical sliding rear window, as well as optional unique exterior accents including a chrome grille surround, chrome-trimmed power-folding side mirrors, and more. Bed configurations for this Tundra included standard and long beds, though the long bed was only available on the Regular and Double Cab models. The V-6 model was only available in 4x2 drive layouts, while the V-8s were available in either 4x2 or 4x4.

Safety ratings for this Tundra were good, with the truck earning the IIHS' Top Safety Pick at the time, plus four-star overall ratings from the NHTSA.

Interior features followed similar paths to upgrade as the exterior features, with the larger-cab models offering more in the way of available upgrades and base equipment. The base Regular Cab truck included an MP3-capable six-speaker CD stereo, dual-zone climate control, split-folding bench seat (bucket upgrade available), and rubberized flooring, with carpeting available as part of a package upgrade. DVD-based navigation was available across the range. Stepping up to the Double Cab version added standard cruise control, power windows and door locks, and a fold-up rear seat, plus the ability to upgrade to an enhanced JBL audio system with integrated DVD navigation, bucket seats, and an overhead console bin. The CrewMax was available in an upgraded Limited trim, which added the JBL system as standard, upgraded gauges with information display, a tilt-telescoping steering wheel, front and rear sonar for parking, an auto-dimming rear-view mirror, leather-trimmed upholstery with power front seats, and more standard interior storage compartments.

The second-generation Tundra arrived in 2006, adding a new 5.7-liter V-8 engine option and bumping the tow rating up to 10,100 pounds, a much more competitive figure in the half-ton class. A number of high-performance TRD packages were also available, including a street-focused Sport package and a special off-road Rock Warrior package.

For 2013, a new Display Navigation with Entune system was added as an option. Centered around a new 6.1-inch high-resolution touch screen with split-screen capability, the system included an integrated rearview camera display, a USB port with iPod control, hands-free calling, Sirius XM satellite radio capability, HD Radio with iTunes Tagging, voice controls, and Bluetooth music streaming.

BMW M5

The BMW M5 is a vehicle that's helped define the sport sedan category, and is rarefied—sometimes even deified—among its followers.

Part of the BMW lineup since 1985, the M5 has evolved from a lightly upgraded mid-size sedan, to its current form—a 560-horsepower monster than can out-corner and out-accelerate some supercars.

The most recent version of the M5, the F10, began its life in the U.S. in 2012 as a 2013 model. Reducing the cylinder count for the first time in the M5's history, the F10 M5 returned to a V-8 configuration, but added a pair of turbochargers.

The result is a monstrous 560 horsepower, enabling 4.4-second 0-60 mph runs and a top speed of 190 mph with the M Driver's Package (electronically limited to 155 mph otherwise). This performance, despite its nearly 4,300-pound curb weight, places the M5 sedan among the highest-performance sedans in the world, regardless of price. A new M DCT 7-speed dual-clutch transmission was the only offering at launch, bringing with it launch control and paddle shifters once again.

In 2013, BMW added a 6-speed manual offering to the car at the North American International Auto Show—again to service American demand. No M5 Touring model has yet been offered, though Europeans do have the option of a diesel-powered M Performance model called the M550d xDrive Touring.

For the 2014 model year, BMW added a new Competition Package that increased the output to 575 hp, as well as enhancing the suspension with new coil springs, damper calibrations, and anti-roll bars. The electronic stability control system was remapped for higher thresholds before intervention, and the exterior of Competition Package models received black-tipped exhaust outlets, and unique 20-inch alloy wheels. Updates across the line for 2014 included available LED headlights, revised tail lights, and an updated kidney grille; interior tweaks include a new M Sport steering wheel, updates to the iDrive system, and minor trim updates.

For 2015, BMW celebrated three decades of the M5 with a 30th Anniversary edition. This limited-release car—only 30 were to be sold in the U.S.—included everything from the Competition Package and added a 600-hp version of the twin-turbo V-8 engine, as well as matte gray paint, black wheels, black chrome detailing, and a slew of 30 Jahre M5 logos scattered around the exterior and interior.

The M5 carried over into 2016 with only very minor changes.

The M5 is expected to be replaced by the 2018 model year, as a new 5-Series is in the offing.

BMW M5 history

The M5's story began in 1980 with a car wearing a different badge, the M535i. As the official motorsport version of the 5-Series at the time, the E12 M535i was considered the first full production car released by the BMW Motorsport division. This 3.5-liter, 215-hp sport sedan offered Recaro seats, limited-slip differential, larger brakes, and other performance enhancements.

The first vehicle to be badged an M5 was the E28-generation model introduced in 1985 and sold until 1988. Only 2,200 of them were made, about 1,300 of which were brought to the U.S., but the car still managed to start a legacy for itself and the M brand. Power came from a version of the inline-6 that powered the M1 supercar, packing 256 hp in the U.S. version. European cars had about 26 hp more due to less-restrictive exhaust; they were not required to have the catalytic converters that choked cars that came here.

The E34 M5, built from 1989 to 1995 (but sold in the U.S. only during the 1991-1993 model years), truly established BMW's reputation in the sport sedan world, however. Over 12,000 units were sold worldwide and the car set a new benchmark for performance and luxury in its era. Again, power for U.S. models was reduced in comparison to its European cousins, but less markedly; U.S. E34 M5s were rated at 307 hp, a loss of just 4 hp compared to the freer-flowing models in the Old World. This generation also saw the first station wagon to wear an M badge, the M5 Touring, introduced in 1992, although none were brought here. In U.S. trim, the M5 was good for 0-60 mph in about 6.4 seconds and an electronically limited top speed of 155 mph.

 

As the M5 evolved, it grew not only larger and more powerful, but also more high-tech. Among the equipment featured on the car during its model run were front and rear Park Distance Control, a wireless car phone, solar-sensing automatic climate control, and DVD-based navigation. The E39 M5, built from 1998-2003, sported an S62 V-8 engine rated at 394 hp, fitted to a Get rag 6-speed manual transmission. Unlike the E28 and E34 before it, however, the E39 M5 was no longer hand-built by the M Division, but based on a series-produced chassis with modifications from M. The changes included lower, stiffer springs; revalved dampers; a limited-slip differential; quicker steering; stiffer anti-roll bars, and other performance upgrades. This M5 was even quicker than the last, despite its increased size, hitting 60 mph in just 4.8 seconds, but still topping out at the same electronically limited 155 mph. A Touring model was also built for this generation, sharing its equipment with the sedan.

In 2005, a new M5 joined the fold, and this was the largest and most high-tech yet. With the world's first production V-10 engine in a sedan, the E60 M5 produced a sound unlike anything else, and quickly won fans around the world. Rated at 500 hp and paired with either a 6-speed manual or a 7-speed Get rag SMG III single-clutch, semi-automatic transmission. The SMG transmission was often maligned for its jerky operation, but for its time, it was an innovative addition to a relatively affordable performance sedan, with features like launch control, paddle shifters, downshift rev-matching, and 65-millisecond shift times. The 6-speed manual was introduced largely to meet American demand, and while slower in acceleration tests, offered greater driver engagement. A Touring version was built for European markets, but was never officially sold in North America. Top speed was once again limited to 155 mph (later 170 mph), though unrestrained models could hit speeds in excess of 200 mph.

BMW M4

The BMW M4 is a relatively new nameplate in the German automaker's family of high-performance vehicles. In 2015, BMW split its 3-Series sedans and wagons off from their coupe and convertible kin—and rechristened the two-doors the 4-Series.

In the same vein, the M3 coupe and convertible became the M4. The M4 now sits at the top of the 4-Series lineup.

The name change coincided with a next-generation car in 2015, which brought a new body structure, suspension design, and powertrains. Initially, it was available only as a coupe, but a convertible model was added in the first model year.

The M4's twin-turbocharged, inline-6 calls up some of the M3 coupe's history, as several generations used 6-cylinder engines in the past. This six puts out 425 horsepower and 406 pound-feet of torque, offering a very wide power band thanks to the twin turbochargers. The two-door M car once again offers a choice between a 6-speed manual transmission and the latest version of BMW's M-DCT dual-clutch automatic.

An M Active Differential in the rear can vary locking between 0 and 100 percent, doing so in just milliseconds, to help the car put down power no matter the situation. The company claims a 0-to-60-mph time of just 3.9 seconds for the M4 when equipped with the M-DCT transmission. Top speed is limited electronically to 155 mph. Like the M3 coupe before it, the M4 hardtop is available with a carbon-fiber roof to further save weight. This generation M4 is lighter than the last, but the coupe body style adds more than 500 pounds.

For the 2016 model year, BMW only made minor adjustments to the M4's features and equipment packages. Both body styles gained keyless access, a Harmon Kardon sound system, and a year of satellite radio; the convertible model added a pass-through for the trunk.

That convertible retained a retractable hardtop design. The top stows neatly in just 20 seconds—as well as a standard wind blocker—the convertible allows top-down enjoyment with nearly the same driving experience as the M4 coupe. With available neck warmers, folding rear seats, a ski pass-through, and a cargo shelf, you won't make any big sacrifices in versatility in the convertible, while performance numbers are nearly as good, although weight will be a bit higher as a result of the top and its mechanism.

For 2017, BMW made standard its Adaptive M suspension in the M4 and added an available Competition package that boosts output to 444 hp.

BMW M4/M3 history

Before the switch to the 4-Series name, the M3 coupe and convertible were some of the hallmark efforts from BMW's M Division. The BMW M3 was first launched to the world as a coupe in 1985 with the now-famed E30 model. Packing a high-revving, peaky 2.3-liter 4-cylinder normally aspirated engine, the original M3 made 192 horsepower (for models with the catalytic converter). Despite the modest-by-today's-standards output, the car's relatively low curb weight (about 2,800 pounds) made it quick, and its M-tuned suspension made it handle impressively, too.

BMW's next generation of the M3 coupe didn't arrive in the U.S. until 1995, with the E36 generation of the 3-Series. This time around, the M3 was also available as a convertible and as a four-door sedan, but those were only part of the major changes to the M3. Riding on an entirely new (and considerably heavier, at more than 3,200 pounds) chassis, the E36 M3 was also significantly more powerful, rating 240 hp and 240 pound-feet of torque from either a 3.0-liter inline-6 (1995 only) or a 3.2-liter version of the same engine (1996–1999). The 3.2-liter engine scored the same horsepower rating, but torque rose to 240 lb-ft from the 3.0-liter's 225 lb-ft of twist. A 5-speed manual gearbox was standard.

The third generation of the M3, the E46 generation, arrived in the U.S. in 2001. A new chassis underpinned the car, and the engine was upgraded, this time using a 3.2-liter inline-6 rated at 333 hp and 262 lb-ft of torque. The weight of the new M3 grew with its power, now up to about 3,450 pounds. The E46 car came with a standard 6-speed manual but was also available with a single-clutch SMG (sequential manual gearbox) transmission, which basically automated the clutch and gear shifting for quicker responses and an automatic mode.

An "Evolution" version (offered in Europe only) of that first M3 was available with an extra 25 horsepower, lighter glass and bodywork, and unique aerodynamics. This M3, the ur-M3 as it were, was only available as a two-door coupe in the U.S., though Europeans also had the choice of a two-door convertible. The E30 M3 was only sold with a standard-pattern manual transmission in the U.S.

For the fourth generation of the M3, BMW decided to add two more cylinders once again, but this time, in a V-configuration. The new 4.0-liter V-8 put out 414 hp and 295 lb-ft of torque. Once again, the extra power was needed to combat the extra weight, since the E92 M3 Coupe tipped the scales at 3,483 pounds. In addition to the first V-8 for the M3, the E92 generation also offered the first dual-clutch transmission for the model, a 7-speed M-DCT. Real-world testing showed the fourth-gen M3 coupe could hit 60 mph in under four seconds when equipped with the new M-DCT gearbox, though BMW's claimed estimate was 4.5 seconds with the M-DCT and 4.7 seconds with the 6-speed manual.

BMW 5-Series

The BMW 5-Series is a collection of vehicles sharing some running gear, but ranging widely in body styles and powertrain types. Today's 5-Series lineup includes sedans, sports sedans, and a hatchback; with gas engines and turbo diesels, with a plug-in hybrid on the way.

The 5-Series is a core vehicle in the German automaker's lineup. Rivals include the Jaguar XF, Audi A6, Mercedes-Benz E-Class, and Cadillac CTS. 

The high-performance variant of the 5-Series, the M5, is covered in a separate entry. The current M5 is powered by a twin-turbocharged V-8 that makes up to 600 horsepower.

A new, seventh-generation BMW 5-Series arrived in 2017 (dubbed G30 in BMW-speak). The new sedan borrowed some chassis components from the bigger 7-Series, but none of the carbon fiber in its construction.

The new BMW 5-Series is more than 120 pounds lighter than the outgoing model, despite being marginally larger and wider. Although the newest 5-Series borrows heavily from the outgoing model, the nose and tail are recognizably different with shorter overhangs, bigger headlights, and a more pronounced grille.

Under the hood of 2017 models are a turbo-4 that makes 248 horsepower, or a turbocharged V-6 that makes 335 hp in the 530i and 540i respectively. From the beginning, the sedans are offered with standard rear-wheel drive or available all-wheel drive. Roughly two months after the 530i and 540i go on sale in the U.S., they will be followed by a plug-in hybrid 530e I Performance model, and a V-8-powered M550i xDrive.

Although the 5-Series has roots as a sport luxury sedan, the new 5-Series is a technological showcase. A 10.2-inch touchscreen sits dead center in the dash and controls myriad functions including connected apps that can help find a parking space in a busy lot. The 5-Series also includes active lane control systems that can follow and read clear roads for more than 30 seconds without driver input.

BMW also included a revised electronic steering system in the new 5-Series and a rear-wheel steering system compatible with all-wheel drive, a first for the brand.

The 1997-2003 5-Series, known by the E39 chassis code name to insiders and enthusiasts, is considered one of the best examples of the model by those who appreciate a relatively simple but premium-feeling driver's car. BMW had made some major improvements in interior appointments, driving dynamics, and quality/reliability going into this generation.

In 2004, the BMW 5-Series was all-new, and that generation was a radical shift design-wise, incorporating a sleek, rounded front with swept-back headlamps, along with the so-called "Bangle Butt"—incorporating a downward-sweeping belt line and named after its designer, Chris Bangle, in back. This generation of 5-Series, called the E60 within BMW, failed to hit the mark with some longtime BMW fans. It's tough to offer a single criticism, but its swept-back exterior, smooth sheet metal, and more formal, less driver-focused instrument panel never went over very well with Bimmer loyalists. Factor in an armada of new tech features and a more isolated driving experience, and the 5 didn't always feel like the well-honed sport sedan it once was.

Initially, the E60 5-Series used engines carried over from the E39 car. So for the first couple of years, buyers were able to choose between the 525i's 184-hp, 2.5-liter inline-6 or the 530i's 225-hp, 3.0-liter inline-6. For 2006, output was upped to 215 hp for the 2.5 and 255 hp for the 3.0, and a new 360-hp, 4.8-liter V-8 arrived in the 550i; it replaced the 4.4-liter used in the 540i.

Overall, this last generation of 5-Series was seen as very tech-focused. Among the features available in the 5 during these years were a night vision camera, active roll stabilization, active steering, automatic high beams, lane departure warning, and a head-up display. To top it all off, the iDrive was judged by most as particularly frustrating here, though for 2010, the 5-Series was updated with the new fourth-generation I Drive system, which was much easier to navigate.

In 2010, BMW added a new body style to the 5-Series line, called the 5-Series GranTurismo (GT). This model is a cross between a hatchback and a sedan, offering a clever trunk/hatch area as well as added rear-seat leg room to rival that of the larger 7-Series. The 5-Series GT is the closest thing that U.S. customers can get to a 5-Series wagon now, as that body style is no longer sold in this market, although it's available elsewhere.

The F10 5-Series, which was introduced for 2011, was a return to some of the styling cues abandoned from the E39 and offered more accessible technology and a more direct driving feel. The 5-Series shared a number of components with the latest 7-Series model and again with the expanding 6-Series range. There were a variety of models including rear-wheel-drive 535i (300-hp turbocharged inline-6) and 550i (440-hp twin-turbo V-8) variants, as well as all-wheel-drive xDrive models, with an entry 528i as the first stop in the lineup.

The 528i was powered by a 2.0-liter turbocharged inline-4 that 240 hp and 240 lb-ft of torque.

For 2013, BMW phased in a new twin-turbo V-8 (keeping the 550i name that previous normally aspirated V-8 cars wore) that offered more horsepower and torque (445 hp and 480 lb-ft), along with much-improved fuel economy. Also, the BMW ActiveHybrid 5 joined the lineup, combining a 300-hp turbo-6 with a 54-hp electric-motor system and 1.3-kWh lithium-ion battery, and all 2013 5-Series models got a new configurable gauge cluster. A "contactless" trunk opener that lets you open the trunklid by waving your foot underneath the trunk was available that year as well.

Also for 2013, an all-new version of the BMW M5, a performance legend, was offered with a 560-hp, 4.4-liter V-8 and 6-speed manual or 7-speed dual-clutch gearbox.

The 5-Series received a mild visual refresh and some modified infotainment options for 2014.

BMW i8 2017

The BMW i8 is a new two-door sports car of a decidedly different stripe—for any automaker, not just the brand that brought you the "Ultimate Driving Machine."

BMW's i8 takes a more integrated and subtle approach to a high-performance supercar for the energy-conscious age. Instead of electric motors paired with a heavy gasoline powertrain, the i8 uses the 1.5-liter 3-cylinder engine from the Mini lineup and electric motors for a total combined output of 357 horsepower.

The i8's lightweight, carbon-fiber-plastic body lets the all-wheel-drive car take full advantage of the setup for either energy savings or supercar-like performance. It has remained largely unchanged after a short 2014 model year. In 2017, a striking Protonic Red edition with various trim accents is newly available. The year before, BMW got permission to offer its laser headlights, which are breathtakingly effective.

The i8 is the second vehicle to come out of the automaker's "i" sub-brand, following the i3 city car to market. The i8 can be considered the current technology flagship for BMW and with a base price of more than $140,000 is easily the most expensive offering from the Bavarian automaker to start.

Though the two are related in some ways, the i8 coupe appeals to a different audience than the i3—those who want fast performance in a light car without the bulk and fuel consumption of a V-8 or V-10 engine. It's less practical than the i3 of course, and uses the weight savings and other technologies for a combination of performance and efficiency.

First unveiled as the Vision Efficient Dynamics concept car at the 2009 Frankfurt Motor Show, the i8 sports coupe is fitted with two entirely separate powertrains. Up front, an electric motor draws energy from a battery pack to drive the front wheels; a turbocharged 1.5-liter 3-cylinder engine powers the rear wheels.

Two years later, the car had evolved into the BMW i8 Concept, which appeared at the 2011 Frankfurt Motor Show. The company has also shown an i8 Concept Spyder, indicating that the i8 may be offered both as a fixed-roof coupe and an open-air convertible—although the droptop version may be a few years out.

For the 2011 car, which was much closer to the production version, the original concept's diesel engine had been replaced by a gasoline engine. That is BMW's new 1.5-liter 3-cylinder engine—which is used in the new generation of Mini Coopers and pegged for a new front-wheel-drive BMW model.

For maximum acceleration and output, both power trains can operate in concert, making the i8 an all-wheel-drive coupe that some have called a "super car." In this mode, the i8 becomes what engineers call a "through-the-road" hybrid, meaning that each power train operates a different set of wheels. Though the power trains don't share an axle, the electric motor is tuned to make up the power lost during the gasoline engine's gear changes, ensuring a smooth and continuous flow of power.

The i8 uses a 7.1-kwh lithium-ion battery pack that runs between the two seats; its low placement keeps the center of gravity close to the ground for better handling. The i8 can travel at moderate speeds for as many as 20 miles on its electric charge, with a 129-hp motor driving the front wheels. Once the pace picks up, and in certain modes, the 3-cylinder engine sends 228 hp and 236 pound-feet of torque to the rear wheels. When the two power sources combine, total output reaches 357 hp, and the i8 is able to accelerate to 60 mph in a claimed 4.4 seconds. Its top speed is limited to 155 mph.

The i8 is a very different take on a two-door sports car, and its looks are easily as groundbreaking as the power concept. The i8 borrows many cues from a recent concept that was itself homage to the M1 supercar. There is also design language and some specific elements shared with the i3 EV that's launching alongside it, but the two are strikingly different. Where the i3 five-door is tall and large inside, with a stubby footprint, the i8 is low, sleek, and sexy, with beautiful flowing details along its flanks that culminate in a cantilevered wave over the rear haunches. The i3, on the other hand, is meant to move people and stuff in comfort throughout urban areas, packing an under floor battery that will allow 80-100 miles of EV driving per charge.

Both cars are built in two parts: an aluminum platform holds the battery, electric motor, and other powertrain components, while a body shell made of carbon-fiber-reinforced plastic sits on top. The combination is light, durable, and cutting-edge, with BMW about to become the world's leading automaker in the use of carbon fiber in mass production. The total weight of the BMW i8 is 3,455 pounds.

To go along with the nonstandard powertrain, BMW offers the i8 in different "Worlds" instead of what would normally be referred to as trim levels. Basically design-and-options packages, the world’s act like curated paths for the buyer to follow. At the top, the Pure Impulse world includes all of the otherwise optional features, with a final MSRP just north of $150,000.

After a brief 2014 model year, the i8 returned for 2015 with one small change: Comfort Access has now been made standard on all models. For 2016, laser headlights were made available on American-market cars.