Every sub-$100k convertible you can buy in America in 2025
The dwindling of new convertible offerings signals a growing problem in the automotive industry. More and more manufacturers are reducing the diversity of their model ranges in an effort to maximize profitability.
It makes sense that since crossovers, for example, are very popular, manufacturers would make plenty of them and not nearly as many convertibles. The consequences for you and me–the consumers–however, are that we're seeing our freedom of choice significantly reduced to maximize the profitability of major multinational corporations.
Despite this worrisome insight, the sub-$100k convertible still exists in North America for now. Only a few remaining convertibles are being offered by mainstream manufacturers, such as the Jaguar F-Type Convertible and the Audi A5 Cabriolet, so let's take a look at what's still alive for 2025.Convertible versions of BMW's bread-and-butter compact coupe have roamed the streets of America since the 1980s, starting with the E30 generation 3-series. Although the latest iteration of the icon's chopped-top variant dons a massive snout on its face and lacks the option for a manual transmission, its aggressive powertrain options mean it's still more than just a fashion accessory.
The 430i Convertible comes standard with a 255-horsepower, turbocharged 2.0-liter four-cylinder engine paired with an 8-speed automatic transmission. Rear-wheel drive is also standard, though xDrive all-wheel drive is available at an additional cost. Upgrade to the M440i Convertible, and you'll find a 374-horsepower, turbocharged 3.0-liter straight-six under the hood, paired to the same 8-speed automatic, rear-wheel drive, or optional all-wheel drive.
Available for the 2025 model year only in "Competition xDrive" form, the BMW M4 Convertible combines the legendary performance capabilities of the M4 with the open-top excitement of a cabriolet. Powered by a 523-horsepower, twin-turbocharged 3.0-liter straight-six, the M4 Convertible can rocket from 0-60 mph in just 3.6 seconds.By now, most people realize that the current BMW Z4 is essentially a re-skinned Toyota GR Supra without the hardtop roof. Its base variant–which costs around the same as the GR Supra–comes equipped with a much less powerful, 255-horsepower turbocharged 2.0-liter four-cylinder engine.
Want the punchier, turbocharged 3.0-liter straight-six-powered M40i variant? That'll cost you upwards of $67,000. Despite the added cost, the M40i is the one we'd go for, with its available 6-speed manual transmission, 382 horsepower, and 369 lb-ft of torque.
Although the 2025 Chevrolet Corvette Stingray Convertible starts at $76,995, the standard C8 Corvette can be had for just $69,995 and is still technically a convertible, thanks to its removable roof panel. But if you insist on a power-retractable hardtop on your mid-engine 'Vette, the convertible variant is the way to go.
Powered by a 490-horsepower, naturally-aspirated 6.2-liter V8 and paired with an 8-speed dual-clutch automatic transmission and rear-wheel drive, the C8 Corvette Stingray pulls off an incredible 2.8 second 0-60 mph time. It's also one of just four naturally aspirated V8-powered sports cars you can still buy in 2025.Ford's Mustang Convertible has been around since 1964, and its fundamental philosophy has remained unchanged ever since. It's still one of the most affordable convertible sports cars on the market, and it still offers raw, naturally aspirated V8 power and an available manual transmission if you seek the added thrill.
The second vehicle on the exclusive list of remaining naturally-aspirated V8 sports cars is the Ford Mustang GT Premium Convertible. It is equipped with a 486-horsepower, 5.0-liter V8, and can be paired with either a 6-speed manual transmission or a 10-speed automatic. Opt for the even more affordable EcoBoost Convertible, and you'll find a 315-horsepower, turbocharged 2.3-liter four-cylinder engine under the hood.
Though it's a very different type of vehicle compared to the Mustang, the Bronco still counts as a convertible, thanks to its removable roof. The Mustang GT might blow the doors off the Bronco in a head-to-head drag race, but that's alright because the Bronco's doors are removable, too!
Just because it's not a sports car doesn't mean it isn't fun, either. Like the Mustang, the Bronco can also be equipped with a manual transmission, albeit a 7-speed unit with a low gear for crawling. Its standard powertrain is the 300-horsepower, turbocharged 2.3-liter four-cylinder, which can be paired with the manual or an optional 10-speed automatic. The Bronco can also be upgraded with a 330-horsepower, twin-turbocharged 2.7-liter V6, but it comes paired exclusively with the automatic.
Don't want to sacrifice genuine sports car performance for off-road capability? The Bronco Raptor, which starts at $90,035, has a 418-horsepower, twin-turbocharged 3.0-liter V6 and propels from 0 to 60 mph in just 5.6 seconds.The 2025 Jeep Wrangler tells a similar story to the Ford Bronco. Pairing four-wheel drive off-road capability with the thrill of toplessness, the Wrangler is a North American institution. Like the Bronco, the Wrangler can be had with a manual transmission, and its doors are similarly removable.
Unlike the Bronco, however, the Wrangler can be had as a plug-in hybrid via the 4xe package, which pairs a turbocharged 2.0-liter four-cylinder engine with a lithium-ion battery and an electric motor to produce a combined 375 horsepower. The standard Wrangler comes equipped with a 285-horsepower 3.6-liter V6, and an optional turbocharged 270-horsepower 2.0-liter four-cylinder is available as well.
Essentially a Wrangler with an extended wheelbase and a pickup truck bed, the Jeep Gladiator combines the Wrangler's off-road chops with the functionality of a midsize truck. Since neither Ram nor Dodge offers a truck in this segment, at least for now, the Gladiator is the only midsize truck that Stellantis offers in North America.
The Gladiator is equipped exclusively with the 285-horsepower, naturally-aspirated Pentastar 3.6-liter V6 engine paired with an 8-speed automatic transmission and four-wheel drive. Like the Wrangler and Bronco, it features a removable top and doors.The Mazda MX-5 Miata needs no introduction. You've likely heard the term, "Miata Is Always the Answer," and it's a phrase that still rings true today–perhaps more than ever. Mazda's ND-generation MX-5 is nothing short of a masterclass in well-packaged excitement and sports car refinement, yet remains the most accessible brand-new convertible money can buy.
Powered by a 181-horsepower, naturally-aspirated 2.0-liter four-cylinder engine, the 2,366-lb roadster can be had in soft top form or as the "RF" with a retractable, electronically folding hardtop roof. Power is sent exclusively to the rear wheels. A 6-speed manual transmission comes standard, but a 6-speed automatic is available for a more sedate experience. Opt for the Club package, and you'll add BBS wheels, Brembo brakes, and heated Recaro bucket seats.
A recent introduction in the Mercedes-Benz lineup, the CLE Cabriolet replaces both the C-Class Cabriolet and the E-Class Cabriolet, combining the two models into one package, much like the CLK-Class of previous years. The Mercedes-Benz CLE's main focus is comfort, and the convertible variant is no exception to this rule.
The standard CLE 300 4MATIC Cabriolet comes equipped with a 255-horsepower, 2.0-liter turbocharged four-cylinder engine with mild hybrid drive. Opt for the CLE 450 4MATIC, and you'll get a 375-horsepower, turbocharged 3.0-liter straight-six with mild hybrid drive. Want even more performance? The Mercedes-AMG CLE 53 Cabriolet will deliver with a 443-horsepower, turbocharged, AMG-enhanced 3.0-liter straight-six with hybrid assist and an electric auxiliary compressor.Despite Porsche allegedly planning to end 718 Cayman and Boxster production in October 2025, according to our very own Jonathon Ramsey, the iconic roadster trudges on for now. Although it can't be fitted with a flat-six power plant for less than six figures, the standard 718 Boxster and the sportier Boxster S meet this list's requirements.
The standard 718 Boxster comes equipped with a 300-horsepower, turbocharged 2.0-liter flat-four engine, whereas the Boxster S places a 350-horsepower, turbocharged 2.5-liter flat-four within its mid-section. Both models come standard with a 7-speed PDK dual-clutch automatic transmission, but a 6-speed manual transmission is also available at no additional cost.
Although America's love affair with the convertible is coming to a gradual end, it's refreshing to see how much variety exists within the handful of convertibles that can still be purchased new today. From lightweight roadsters to brutish muscle cars and capable off-road pickup trucks, it's obvious that the joy of being outdoors can enhance almost any type of driving experience.
We hope to see more manufacturers keep the wind-in-hair dream alive and offer more affordable convertibles to North American buyers or perhaps find ways of integrating the drop-top experience into more "normal" vehicles through the use of convertible roofs, retractable ragtops or even t-tops.
Do you want to see more convertibles offered stateside, or do you think the body style belongs in the past? Are you a lover of the open-roof driving experience, or do you hate fun and prefer structural rigidity for marginally better performance? Let us know your stance in the comments–we love to hear from you!
Love reading Autoblog? Sign up for our weekly newsletter to get exclusive articles, insider insights, and the latest updates delivered right to your inbox. Click here to sign up now!
Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles
Miami Herald
14 hours ago
- Miami Herald
Vince McMahon Crashes Bentley Continental GT Speed Into BMW, Cited for Reckless Driving
According to police, McMahon was behind the wheel of a 2024 Bentley Continental GT Speed on July 24 when he collided with a BMW 430 on the Merritt Parkway in Westport, Connecticut. State troopers claim they were trying to stop McMahon for speeding when he rear-ended the BMW at reportedly 80–90 mph, sending debris across the median and damaging a third vehicle - a Ford Fusion - in the crash resulted in no serious injuries, though all three vehicles were towed. McMahon was cited for reckless driving and following too closely, and is scheduled to appear in court on August 26. According to Connecticut State Police, the 79-year-old was cited for reckless driving and following too closely after he rear-ended a BMW 430i on the Merritt Parkway in Westport on July 24. Witnesses say McMahon was traveling between 80 and 90 mph in a 2024 Bentley when he struck the BMW, sending both cars careening off the road and damaging a third vehicle, a Ford Fusion, in the opposite was seriously injured, though all three vehicles were towed. McMahon is due to appear in court on August 26. McMahon, driving solo in his Bentley - a car that starts at around $274,000 - reportedly made no attempt to brake. Barbara Doran, the 72-year-old driver of the BMW, claimed in a Facebook post that the impact sent her car nearly 100 yards off the road and that she was left "shaken" but unharmed. Airbags deployed in the Bentley and both vehicles sustained heavy irony? Just last week, Tesla and Volvo were lauded for their safety performance in new IIHS crash tests. But when human behavior trumps engineering, even a $270K luxury GT won't save you from being a headline. Especially not in a country where drivers in some cities crash every three years, on average. McMahon stepped down from TKO Group (the parent company of WWE and UFC) earlier this year following a sexual assault lawsuit - which he denies. The crash comes as another black mark on a public profile already under heavy high-profile car crashes continue to spark lawsuits elsewhere. Tesla is being sued after three family members were killed in a 2024 Model S accident in New Jersey, putting its "Autopilot" system back in the firing line. In that case, like McMahon's, the question is whether the driver - or the car - was ultimately to blame. The Bentley Continental GT Speed isn't just fast - it's a missile. With a 6.0-liter W12 engine, 650 horsepower, and a 0–60 time of 3.5 seconds, this isn't a car built for poking around Connecticut backroads. It's built for Autobahns - and for McMahon, he got plenty of the crash took place just hours before the death of WWE legend Hulk Hogan was confirmed - a man who shared decades of televised brawls and legal fights with McMahon himself. While the WWE veteran did post a tribute to Hogan shortly afterward, he has yet to comment publicly on the of now, McMahon hasn't been charged with any additional offenses, and no civil suits have been blamed the brakes. But with a Bentley? It's just an old billionaire in a hurry. Copyright 2025 The Arena Group, Inc. All Rights Reserved.
Miami Herald
2 days ago
- Miami Herald
BMW M3 CS Touring Sets Nürburgring Record, Becomes Fastest Wagon Ever
While most automakers are busy inflating crossovers with mood lighting and pretending it's performance, BMW has done something that actually matters. It turned a family wagon into a track-dominating monster. The new BMW M3 CS Touring is now officially the fastest production wagon ever to lap the Nürburgring Nordschleife, setting a verified time of 7 minutes 29.5 put that in perspective: it's quicker than a Ferrari 599 GTB, within spitting distance of a Porsche Cayman GT4 RS, and yes, it still has room in the back for your dog, golf clubs, or both. The lap was driven by BMW M development ace Jörg Weidinger, who also set the M3 Touring's previous record two years ago. This new CS just wiped the floor with it. The CS Touring uses the same 3.0-liter twin-turbo inline-six from the M3 CS sedan, tuned to 543 horsepower and 479 pound-feet of torque. It's mated to an eight-speed M Steptronic automatic transmission and sends power to all four wheels via BMW's xDrive all-wheel-drive system. The result? 0–60 mph in 3.5 seconds and a top speed of 180 mph with the optional M Driver's isn't just a power upgrade. It's a full send. BMW shaved weight with a carbon fiber roof, hood, splitter, diffuser, and optional carbon bucket seats. Throw in semi-slick tires, stiffer adaptive dampers, and a more aggressive stability program, and you've got a wagon that thinks it's a track day hero. The M3 CS Touring isn't just a Nürburgring trophy hunter. It's the halo product for a performance division that's currently having its best year ever. BMW M sold over 106,000 cars in the first half of 2025, a record-breaking start powered in part by high-performance wagons like this one - as shown in BMW's latest sales also proves BMW hasn't lost its edge. While other car companies chase electric blobs with overstyled faces, BMW is still building sharp, focused, driver-first machines. It's also beating Mercedes in the 2025 U.S. luxury sales race while it's at it - here's how they pulled the design, while familiar in M-car form, nods to the future. The upcoming Neue Klasse platform promises a radical shift, but as this design preview shows, the soul of BMW performance isn't going anywhere. You can't buy it in the U.S. That's the bad news. BMW says the M3 CS Touring will be Europe-only, which is basically a punch to the gut for American wagon fans. It's expected to cost around $145,000, and production will be extremely limited. So even in Europe, you'll need deep pockets and serious connections. This is what happens when BMW M is allowed to go all-in. The M3 CS Touring is fast, focused, and properly exciting - and unlike most performance SUVs, it actually deserves to exist. We might not get it in the U.S., but we can at least admire it from afar. Through gritted teeth. Copyright 2025 The Arena Group, Inc. All Rights Reserved.
Motor Trend
2 days ago
- Motor Trend
There Will Be Blood: 2008 BMW M3 vs. Lexus IS F vs. Mercedes-Benz C63 AMG
Life was Hard. Money was scarce. Competition was fierce, if not ruthless. Figure in a pinch of greed and an ounce of scandal. We're talking about the birth of the oil business in California, circa 1920. And, strangely enough, the car business, circa 2008. The BMW M3, Lexus IS F, and Mercedes-Benz C63 AMG are compared as high-performance sport sedans. The M3 scores with balance and agility, C63 excels in speed and emotion, and the IS F is praised for its performance but lacks detail refinement. This summary was generated by AI using content from this MotorTrend article. Read Next Although the film that gave this story its name was nominated for Best Picture at the 80th Academy Awards, its literary inspiration was penned more than 90 years prior. Author (and later, California gubernatorial candidate) Upton Sinclair was born in Baltimore in 1878 and, at age 15, began writing dime novels to pay for his education. His breakthrough effort came in 1906, with the publication of "The Jungle," which portrayed the miserable health and working conditions in the meat-packing industry. But it was Sinclair's "Oil!" published in 1926 that paved the road for last year's smash flick, "There Will Be Blood." In the spirit of Sinclair's seminal novel, we gathered three fast, new-to-market, bloodthirsty sport sedans and set out for CenCal's oil country-although nobody died, was scammed out of his land, or amassed vast fortunes in the making of this road test. We also traveled east of the oil patch for a few laps around Reno-Fernley Raceway The members of our wildcatting trio are remarkably alike. Each wears its maker's performance brand: BMW's M, Mercedes-Benz's AMG, and the new F label from Lexus. All are four-doors with hopped-up V-8 engines. All have aggressive front and rear fascias, unique hood stampings, big cross-drilled disc brakes, flared fenders, aggressive rolling stock, lowered ride heights, HID lighting, and stiffer springs and shocks than their standard counterparts. Their racier cabins contain leather sport seats, power nearly everything, and buttons that give you varying levels of control over shock damping, throttle tip-in, automatic trans shift points (where applicable), and how much-or little-traction or stability management you wish. In the name of exclusivity, they're built in limited quantity, and all test out at around $63,000. BMW launched its M3 last fall in two-door form and unveiled the four-door variant shortly thereafter. It packs the same M-spec, 4.0-liter, 414-horsepower V-8 as the coupe. The sedan is about three inches shorter overall than the coupe but weighs about the same. A six-speed manual is the only transmission offered so far, but a dual-clutch automated manual joins the lineup later this year. The M3 has the least horsepower of the group, but carries the least weight per horsepower and the only one available with an honest-to-clutch stickshift. For some time, Lexus has threatened to launch a performance sub-brand, and it's signified by the letter F. Beneath the IS F's bulbous hood panel is a 5.0-liter V-8 rated at 416 horsepower. This engine-the largest offered in a Lexus passenger car-is backed by the same eight-speed automatic transmission as in the LS 460, but it's reworked for high-power duty, including a manual mode and paddle shifters on the steering wheel. All four fenders are flared, although the side vents in the front appear to be only for style. The IS F is this fight's middleweight contender in power and poundage. Mercedes-Benz has built several generations of super C, but none has put the right body together with the right engine at thesame time. Until now. The new-for-2008 C-Class is larger, wider, and more aggressive looking than before. And no more smallish V-8s or supercharged sixes for the AMG version; it gets the same purpose-built, 6.2-liter V-8 you'll find in an E, S, or R-Class AMG model, although detuned to "just" 451 horsepower. Behind it sits a seven-speed automatic trans-SpeedShift in AMG speak-which offers Comfort, Sport, and Manual modes. The C63 has a 1.4-inch-wider track than standard C-Classes and an exhaust note that'll vibrate your sternum in a good way. At 4004 pounds (with a full tank), the Mercedes is the heaviest, but most powerful, gas-burner here. Hurtling the C63 down the quarter mile is like firing a Government Model Colt 45. The result is rewarding in an explosive sense. Mercedes-Benz quotes 0-to-60 in 4.3, but just the right launch technique yielded a best time of 4.1 seconds. That's on par with 8.0-liter Dodge Vipers of just a decade ago. Set in Sport mode, the transmission shifts quickly, right at redline, with no slop between gears. The four oval exhaust outlets bellow like a polished Pro Stocker. There's torque all over the C63's tach, and although there are seven ideally spaced ratios from which to choose, the AMG V-8 could get by with two. The Lexus V-8 also sounds and feels like a thoroughbred. It's the lowest revver of the bunch, with a 6800-rpm redline versus the Mercedes' 7200 and the BMW's sonorous 8300-rpm rev limit. It's quiet at part throttle, but sharpens and deepens as your foot flattens, especially above 3800 revs. The eight-speeder makes more gear changes than do the others, but seldom feels like it's hunting. Put this one in Sport mode and the shifts come with a firm wallop. Downshifts include an electronic rev blip to avoid shocking the chassis. With displacement and horsepower in between those of the Germans, the IS F's midrange punch feels about midway as powerful, too. With less torque, a wider rpm band, and a manual tranny, you'd expect the M3's driving experience to be somewhat distinct from the others. And it is. You don't have to rev it like you stole it, but that's where the joy is found. The engine, derived from the M5's V-10, still has enough grunt for low-speed, around-town work. The intake and exhaust noises are as much V-12 as V-8 and blend at higher rpm to make one beautiful noise. The clutch is light, and take-up is linear. Today's BMW shifters are what they are: not mushy, but with a disconnected feel about them, as if the stick were the size of a straw. We'd wish for something more like what you'd find in a Porsche Carrera, Mitsu Evo, or MX-5. But you always hit the right gear, the ratio spacing is spot on, and there is a certain portion of the enthusiast driving public that still prefers stirring their own transmission. It's just as quick to 60 as the larger-displacement IS F. Steering feedback and response are everything in a car like this. Mercedes steering used to feel as if it were plugged into curing cement, but no more. The C63's turn-in is crisp, with plenty of honest feedback and a meaty feel. Lexus equips the IS F with electric power steering, which isn't as organic as a good hydraulic system. It's fine for normal to moderate driving, but loses sensitivity when you're really honking it. The IS F's cornering abilities are impressive, but the car understeers heavily at the limit, and the wheel feels disconnected at that point. The BMW's tiller is about as quick as the others but a bit lighter. Its communication is even clearer than the C63's, with plenty of true road feel. Constant grip levels range between 0.95 g (Lexus and Mercedes) to 0.97 for the BMW, so call this area a tie. Braking is much the same, with just a five-foot spread covering the three cars. Real-world driving reveals the differences. The C63 is a good overall handler, with a stiffish, performance-oriented ride. It corners well, lets you know where it's going, and will happily stick its tail out if provoked. It's well pinned down during mid-corner bumps and, as is typical of AMG-spec Mercedes-Benzes, its high-speed stability is faultless. This model is speed limited to 155 mph, but next year's will get an option that banishes the electro-speed nanny: 185 should be easy. The IS F feels aggressive yet poised unless you're pushing it. It stays neutral right until its cornering limits and then plows hard. High-speed mid-corner bumps will unsettle it a bit, but again only when really on it. As you'd expect of any Lexus, it has a polished ride, but it's not dumbed down or mushy, either. Wind noise is minimal, and it's the quietest of the pack. Balance is again the word that describes the M3. It was the quickest through our figure-eight test, which combines acceleration, braking, transition cornering, and grip. The BMW is the most agile and athletic of the bunch. It tells you everything you want to know and has high limits. It's the most fun on a road course, yet is never rough-edged or jarring. The M3 shucks off mid-corner bumps, has great stability at speed, and is the most neutral handler among this group. While this is no cupholder comparo, it's worth talking about a few important driver touch points. Two areas stand out here: seats and steering wheels. In keeping with its ballsy nature, the C63 has firm, thickly bolstered front buckets. A few said they're too hard, too aggressive for the street, yet they were everyone's favorite when on the racetrack. The BMW's seating is comfy for street work, but doesn't have enough support to keep you planted during really hard cornering. Rookie Lexus's chairs are a reasonable compromise between the two. Everyone loves the Mercedes' steering wheel. It's squared off at the bottom, like a DTM racer's, is thickly padded with dimpled leather at the handgrip areas, and has easy-to-reach shifter paddles. The IS F's isn't as thick or stylish, but works well. The M3's wheel looks good, too, but is wrapped in smoothly finished leather that lacks grip. The BMW's cabin is somber, or businesslike, depending on how you view it, but we liked the carbon-fiber patterned leather that adorned the I.P. and armrests. Lexus fell a few steps short inside. The console and other areas are splashed with an aluminized carbon-fiber-looking stuff that won't be to everyone's taste. And the nav screen and buttons come right out of the Prius, although the setup works well enough. The Mercedes features a foldaway screen that's out there when you want it, hidden when you don't. Its all-business cabin is splashed up by racy-looking pedal trim. Besides the track testing and numbers grinding, it's comments made by two staffers that rendered the ranking. Kim Reynolds says, "The Lexus and the Mercedes feel like performance versions created out of something else. The M3 feels like it was born this way." Ed Loh's summary is even more succinct: "The Lexus and Mercedes are great hot-rod sedans. The M3 is a race car with four doors." Lexus is new to this game, yet has delivered a fast, edgy, credible piece from a company most known for quiet and beautifully crafted, if uninvolving, luxury sedans. A couple of clunky design elements let it down, and its steering and suspension calibrations aren't as well synthesized at the limit as the others. As the IS F costs no less than the German duo, there's no value card to be thrown. But we're picking nits, and we know the brand's next effort will be fully class-competitive. The Bad Benz won a lot of hearts. It's the quickest in a straight line, second fastest in road-course work, and stops the shortest, too. The C63's fierce accel and Howitzer exhaust note are reason enough to own it. This sophisticated, four-wheeled pit-bull spews emotion, knows what it is, and won't care if everyone likes its edgy nature or not. BMW's magnificent M3 is the newest in a 20-plus-year line and is the best one yet. A performer by any measure, and its best-in-test times on the racetrack and through our figure-eight test demonstrate that its various aspects work together better than the others. The BMW is lithe and athletic yet never punishing, and it comes in a package you can use and enjoy every day. The fact that it's also offered in a coupe and upcoming convertible, and soon with a choice of two enthusiast-minded transmissions, means "M3" is a driving philosophy, not just a single model. Good enough to draw first blood. 1st Place: BMW M3 Speed, balance, and athleticism converge in today's best compact, high-performance sport sedan. 2nd Place: MERCEDES-BENZ C63 AMG A solid, emotive machine that works as everyday transport-and accelerates like a first-gen Viper. 3rd Place: LEXUS IS F Lexus's first effort in this category is a good one, lacking in only the finest of details.
