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Motor 1
16-05-2025
- Automotive
- Motor 1
The Best Performance Cars of 2025 (So Far)
What makes a great performance car? Well, for one, it has to be fun. It has to be something you dream about, something worth getting up early for and displaying proudly at your local Cars and Coffee. Then, driving the long way home to take advantage of that twisty road. Even in an era dominated by SUVs, there are dozens of great performance cars to choose from, ranging from the cheapest hot hatchback to the most expensive V-12 monster—and, yes, even a few performance SUVs. Whatever you have the budget for, there's really no way to go wrong when looking for your next sporty ride. Using the same distinction from our annual Best of the Best awards , we've picked our favorite performance cars of 2025 (so far). These are the cars we simply couldn't get enough of—the ones we'd have in our driveways, money no object. As the year persists, more performance cars will undoubtedly make this list. But for now, these are our top picks. Audi RS E-Tron GT Photo by: Audi 912 Horsepower Price: $168,295 Why We Love It: The 2025 Audi RS E-Tron GT is an absolute missile. With 912 horsepower and 757 pound-feet of torque directed to the wheels via a 97.0 kilowatt-hour battery pack and two electric motors, it takes this electric performance sedan just 2.4 seconds to reach 60 miles per hour. That's quicker than many supercars. Even with all that power, though, the E-Tron GT has a supremely comfortable ride with a glass-smooth suspension and a serene cabin loaded to the brim with the best materials Audi offers. At $168,295 to start, this punchy performance sedan certainly isn't cheap. But in this case, you do indeed get what you pay for. Read Our Review Audi S3 Photo by: Chris Perkins / Motor1 328 Horsepower Price: $49,995 Why We Love It: Audi is in a driving renaissance lately. Nothing much has changed on the outside, but plenty has changed with handling, feel, and sporting character–Most obviously on the facelifted 2025 Audi S3. With the newest generation of EA888 inline-four squeezing 328 horsepower and 295 pound-feet of torque out of 2.0 liters, it also has the performance chops to be a real contender, even if its 4.4-second zero to 60 doesn't sound that impressive today. It may be the middle child of the A3 and RS3, but it delivers such a lovely RS3-lite driving experience that it almost feels like a bargain for its $49,995 base price compared to its five-cylinder big brother. You get the RS3's trick rear diff, a little bit of fake inline-five sound through the speakers, and handling that more or less matches the RS3 on a backroad. Less-than-RS3 is no more. The S3 is just damn good. Read Our Review BMW Z4 Manual 382 Horsepower Price: $71,825 Why We Love It: BMW rarely builds a sports car, but when it does, it ain't always a hit. The 2025 BMW Z4 M40i with the Handschalter (German for 'hand shift') package dropped, and almost all of us were skeptical. Even with that delightful B58 inline-six pushing 382 horsepower and 369 pound-feet connected to a ZF six-speed manual, good for a 4.2-second zero to 60, the execution is often BMW's sports car problem, not the parts. Good news: The manual Z4 is a delightful exception to everything we've come to accept about new BMWs. It's relatively lightweight at 3,514 pounds, exceptionally small and simple, and has an actually lovely manual transmission. It's simple and easy to use, fast as hell, rides beautifully, sounds good, and is a genuinely engaging sports car, if a little numb and non-linear. The manual Z4 is easy to fall in love with, and stands among the best that BMW makes right now, including proper M-cars. Ferrari 12Cilindri Spider Photo by: Ferrari 819 Horsepower Price: $515,400 Why We Love It: Big V-12-powered grand tourers are nearly extinct. But Ferrari remains a bastion for those who believe there is no replacement for displacement. The 12Cilindri is the only non-hybridized, naturally aspirated V-12 passenger car still on sale, bringing a gargantuan 819 horsepower and 500 pound-feet of torque. Despite no fancy power boosters, it can sprint from zero to 60 in 2.9 seconds, onto a top speed of 211 miles per hour. The Spider version, which we drove in February, delivers a gorgeous driving experience. It's the ultimate grand tourer, able to cruise big distances without being uncomfortable, and providing real pleasure through twisty roads. Still, the crown jewel is the 6.5-liter 12-cylinder, capable of revving to an astronomical 9,500 rpm. Read Our Review Jeep Wagoneer S Photo by: Anthony Alaniz / Motor1 600 Horsepower Price: $67,195 Why We Love It: The Jeep Wagoneer S makes this list thanks to its electric powertrain. The dual-motor setup gives the SUV a supercar-like 600 horsepower and 617 pound-feet of torque, which is enough to propel the five-seat SUV to 60 miles per hour in just 3.4 seconds, and that's one aspect that makes it so much fun to drive, especially for the price. The Wagoneer S Launch Edition we drove started at $73,590, which isn't cheap, but it's mind-meltingly fast. It's enough power to make you forget you're driving a large, heavy family vehicle that can seat five and haul up to 61 cubic feet of cargo space. Despite its size, the Wagoneer S has a near-perfect 50-50 weight ratio, making it easy to handle and toss into a corner and power out with precision. Read Our Review Mercedes-AMG CLE53 443 Horsepower Price: $75,450 Why We Love It: Slotted neatly between the new C-Class and E-Class models, the Mercedes-Benz CLE might be the best of both worlds. The hot AMG CLE53, in particular, takes mid-range performance to the next level with a powerful turbocharged 3.0-liter inline-six engine making 443 horsepower, sending it to 60 miles per hour in just about 4.0 seconds flat. The CLE53 also makes a strong impression in the corners, with its quick steering, tight suspension, and impeccable body control. And you can even get it in a convertible. Of all the performance cars we've driven so far this year, the CLE53 is very underrated. Porsche 911 Carrera S Photo by: Chris Rosales / Motor1 473 Horsepower Price: $148,395 Why We Love It: A Carrera S is never the 911 anyone truly desires. That accolade goes to a 911 Turbo, or a 911 GT3. Yet the 2025 Porsche 911 Carrera S, complete with 473 horsepower, 390 pound-feet, and a blistering 3.1-second zero to 60, has the numbers to be an aspirational 911. It also has the price of an aspirational 911: $148,395 of your hard-earned for a base car. The truth is that new Carrera S is a lovely car that stands on its own, rather than as a funnel for the higher-tier 911s. With the facelift and extra performance, the Carrera S feels like more of a 911 pillar alongside the GT and Turbo cars, and feels like a main course rather than an appetizer. The steering is weighty and relatively talkative, the handling is typically impeccable, and its just damn fast and comfortable. Read Our Review Porsche 911 GT3 Photo by: Brian Silvestro / Motor1 502 Horsepower Price: $224,495 Why We Love It: The 2025 Porsche 911 GT3 is as close to perfect as modern cars get. In a world of turbocharging and electrification, it bucks the trend with a naturally aspirated 4.0-liter flat-six making 502 horsepower and 331 pound-feet of torque, capable of revving to 9,000 rpm. Power goes to the rear wheels via a seven-speed PDK automatic or god's own six-speed manual. Don't let the 3.2-second 0-60 time fool you. Most performance EVs would walk away from the GT3 in a straight line. But that's not what the GT3 is about. Through a corner, there is no car more feelsome and satisfying. The hyper-communicative steering and surefooted rear end will deliver nirvana every time you encounter a back road. Even at an eye-watering starting price of $224,495, the GT3 is worth it. Read Our Review Ram 1500 RHO Photo by: Jeff Perez / Motor1 540 Horsepower Price: $71,990 Why We Love It: Granted, it's no TRX, but the Ram 1500 RHO is well-deserving of a spot on this list. With a twin-turbocharged 3.0-liter inline-six engine making 540 horsepower and 521 pound-feet of torque, this supertruck races to 60 miles per hour in just 4.6 seconds. It also has an off-road-tuned suspension with knobby 35-inch tires that make it an absolute beast in the dunes. The RHO also takes a step up from the TRX in the liveability department with a well-furnished interior and new technology, like a 14.5-inch vertically oriented touchscreen, a lovely 12.3-inch digital instrument cluster, and even a 10.3-inch touchscreen on the passenger side. The Ram 1500 RHO starts at $71,990, which feels like a small price to pay for that much performance. Read Our Review Toyota GR Corolla 300 Horsepower Price: $39,995 Why We Love It: These days, all-wheel drive hot hatchbacks are hard to find. But of the few options remaining, there's one clear winner: The Toyota GR Corolla. Updated for 2025 with reshaped air curtain ducts, strips of aluminum tape behind the front bumper to increase aerodynamic efficiency, and an automatic transmission, the lovable GR 'Rolla gets even better for the new year. Yes, even with the automatic transmission, it's awesome. Opting for the eight-speed auto bumps the torque figure from 273 pound-feet to 295, and it pairs perfectly with the Corolla's playful chassis and turbocharged engine. For $39,995 to start for the manual (or $41,995 for the auto), this car is hard to beat. Volkswagen GTI Photo by: Volkswagen 241 Horsepower Price: $33,670 Why We Love It: There are a lot of great sport-compacts out there, but none offer quite the same mix of fun and daily usability like the Golf GTI, and all for a very affordable price. VW's facelifted Mk8.5 GTI addresses a lot of the livability complaints about the Mk8 of 2021-2024, while also further honing the dynamics. It lost its manual transmission, but the seven-speed dual-clutch is a near-faultless gearbox, which lessens the loss. Although 241 horsepower may not seem like much these days, the GTI is light at under 3,200 pounds. It's a quick car, and it rides and handles beautifully, too. With this new facelift, the GTI is also as attractive as it's ever been, especially on the Autobahn's optional 19-inch wheels. The GTI is a boring choice, but for a reason. Few other cars fit so seamlessly into the life of a car enthusiast, and none for less than $40,000. Read Our Review The Best Of The Best Here's Why The Manual Z4 Is BMW's Best Car Right Now The 2025 Toyota GR Corolla Is Still the AWD Hot Hatch King Get the best news, reviews, columns, and more delivered straight to your inbox, daily. back Sign up For more information, read our Privacy Policy and Terms of Use . Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
Yahoo
03-04-2025
- Automotive
- Yahoo
Tested: 2025 Audi RS E-Tron GT Performance
The 2025 Audi RS E-Tron GT Performance, the brand's flagship EV, looks mighty similar to what's been on sale from the beginning, but this sleek sedan has been heavily revised underneath the surface. It is the quickest Audi road car ever produced, features one of the most technologically complex suspension systems in existence, and is just as at home on a canyon road as it is on a road trip. Yes, the Porsche Taycan was treated to virtually every upgrade this Audi gets, but being able to choose between two different, if closely related, extraordinary performance cars is not a bad thing. Our expert editors test every vehicle we review. Read more about how we test and review cars here. Two versions of the E-Tron GT are available for 2025, the entry-level S E-Tron GT and the one tested here, the RS E-Tron GT Performance. The regular RS E-Tron GT (sans Performance moniker) is dead, replaced by this more potent version. Just like before, the Audi models take after their Porsche Taycan J1 platform-mates, with the S E-Tron equivalent to the Taycan GTS and the RS Performance to the Turbo S. Just like the Taycan, the E-Tron GT models are thoroughly revamped for 2025. A new electric motor in the rear is credited for much of this Audi's huge increase in output by 275 ponies to a grand total of 912 hp peak from the dual-motor powertrain. That full power is on tap when using launch control, but you can also get 10-second increments of an extra 94 hp by tapping the new Boost button on the steering wheel. On Audi's numbers, the RS Performance is one-tenth slower than the Taycan Turbo S to 60 mph with a 2.4-second claimed time, and the top speed is electronically limited to 155 mph. Thanks to revised cell chemistry and increased energy density, the battery pack takes up the same physical space as before but offers more capacity. That means the Performance model has 29 miles more range, putting the final EPA estimate at 278 miles. Similar to the Porsche, charging performance is greatly increased with the max rate now at 320 kW (previously 270 kW) if the car is hooked up to a sufficiently potent DC charger. Audi claims a 10-to-80 percent charge only takes 18 minutes now, chopping 3.5 minutes from the previous time. Vehicle Tested: 2025 Audi RS E-Tron GT Performance Base Price: $168,295 Price as tested: $190,190 Location: Las Vegas, NV Powertrain: Dual-motor, all-wheel drive Power: 912 hp (combined) 0-60 mph: 2.4 seconds Battery Capacity: 105 kWh (97 kWh usable) Weight: 5137 pounds EPA Range: 278 miles Many of the above updates sound like game changers on their own, but the biggest treat of all is Audi adopting Porsche's mind-warping Active Ride suspension system. The system is only available as an option on the RS E-Tron GT Performance, the active dampers (paired with air springs) eliminate the need for anti-roll bars and take suspension technology to a new dimension by working to practically cancel roll and pitch. This works exactly like it does on Porsche products—each damper gets its own dedicated hydraulic pump to tweak pressure in real time—only with some minor Audi calibration tweaks. For example, the Taycan's Active Ride is tuned to keep the car perfectly flat in a corner even as you exceed the grip level afforded by the tire. Chief technical engineer of the E-Tron GT, Stephan Reil, said that Audi doesn't abide by that philosophy and instead tuned the suspension to allow for minor body roll as you approach the limits of grip, giving the driver the natural sensation they're accustomed to at the edge. Comfort is as much a feature of this suspension system as ultimate cornering performance. You can also have the car compensate for lateral acceleration with a lean function, which gives it the behavior of a motorcycle as it leans into corners. The same can be done for acceleration or braking, so wave goodbye to squat on launches and dive under braking. It goes against your natural expectations. Instead of seeing the nose pitch down under braking, I was met with the sensation of the front end rising. Even getting in and out is made easier by the suspension instantly raising the car by two inches every time I opened a door, providing a more crossover-like entry height. The roads around Las Vegas are far too smooth to really put the Audi's bumpy-road chops to the test, but the open desert landscape sure makes for a tempting place to unleash full fury. Acceleration is effortless, and the two-speed transmission on the rear motor continues to offer up the odd sensation of a detectable shift as speeds climb. Reil told me Audi made one change with the transmission for 2025, with Comfort mode essentially locking the car into second gear during steady-state cruising. Before, a full-throttle application would trigger a downshift, but the new calibration favors smooth acceleration. A couple of launch-control starts (up to 133 mph) at Speed Vegas proved that calm and easy is not what the new Performance model is all about, however. Despite its 5137-pound weight, it felt as if it wanted to head straight to its 155-mph limiter every time I opened the taps. Fortunately, carbon-ceramic brakes on my tester proved well able to yank it down in a hurry. I would have preferred a more robust brake-pedal feel on track, but the progressive response is well suited to smoothness on the road. Steering is weighty but not annoyingly so, and another 2025 change is a quicker rack and a revised rear-wheel steering tune for a crisper turn-in. The active suspension treats you to a car that virtually never feels flustered on the road and keeps it on rails when pushed on a racetrack. Porsche might take the same basic package to a greater level, but this RS E-Tron GT Performance is a gobsmackingly good sports-sedan experience. One place Audi barely touched for the 2025 update is the interior. The new squircle-style steering wheel unfortunately feels like a downgrade, with the haptic-touch buttons on it just as annoying as on every other VW Group product they're applied to. The one plus to the new wheel is the addition of the Boost button, as well as an RS drive switch for easy swapping between the different dynamic modes. The rest of the interior looks generally the same as before, although buyers can now spec massive forged carbon inlays to really spice things up. Unlike the Taycan's array of screens for primary controls, Audi has kept hard buttons for the climate functions. Porsche's infotainment system is faster, offers more features, and behaves a generation ahead, but there's charm to be found in the Audi's simplicity. The only true head scratcher is the awkward iPod Nano–like volume scroll wheel that should just be replaced with a small knob. The relatively scrawny rear seat is still a problem too. This sedan might be longer than an A6, but it has much less utility. The wide and tall sill combines with a tight door aperture to make getting in and out of the rear seat a hassle. And then, once you're back there, things aren't much more comfortable. The sleek looks do no favors to cargo space either, but the solution to these problems already exists with the Taycan Cross Turismo. As it stands, the RS E-Tron GT Performance is more a personal luxury supersedan than a family hauler. Buying any EV as expensive as this Audi has proven to be a great lesson in severe depreciation. The as-tested sticker of $190,190 is hard to stomach, but the Porsche-equivalent Taycan Turbo S starts $20,000 higher than the max-spec Audi. That kind of logic might be the only thing that works in making the E-Tron GT look like a deal. The value over pre-refresh RS E-Tron GTs is definitely there with the notable performance, range, and charging upgrades. And if you're going for the new Performance model, you'd be negligent not to spec the trick Active Ride suspension that comes in the $11,000 Dynamic Plus package (which also nets you carbon-ceramic brakes). Even the appearance is vastly improved, with an Audi Sport–like honeycomb grille and the ability to throw $8400 worth of forged carbon parts at it. That sort of appearance package is typically one I'd advise skipping, but the added presence of the carbon around the entire car is enough to warrant a double take. Spectacular acceleration barely lets up as speed rises. Active Ride suspension combines ride comfort and magically flat cornering. Keeps physical buttons for key interior controls. Massively expensive, with a nearly $200,000 sticker when fully loaded. New touch steering-wheel buttons are a usability downgrade. Tight rear seat and poor luggage space limit practicality. The RS E-Tron GT Performance offers a carbon roof option. Guess what car doesn't? That's right, the Porsche Taycan. Even the Turbo GT version with the lightweight Weissach package doesn't have the Audi's exposed carbon roof as an option. And sure, the Taycan is more extreme in other ways, but you can only get that carbon roof with the Audi. You Might Also Like You Need a Torque Wrench in Your Toolbox Tested: Best Car Interior Cleaners The Man Who Signs Every Car
Yahoo
02-04-2025
- Automotive
- Yahoo
The 2025 Audi RS E-Tron GT Performance Will Change the Way You Think About the Marque
Unless you're a rally racing fan, the Audi name isn't one that necessarily sets your heart racing. The German marque has built some great sports cars over the years—the R8 and TT immediately leap to mind—but it's still more associated with tasteful luxury than visceral thrills. The 2025 RS E-Tron GT Performance is the kind of car that can change that. Introduced in 2021, three years after it was first teased as a concept at the Los Angeles Auto Show, the E-Tron GT is unlike anything the brand has ever built. Like the Lucid Air and Porsche Taycan, the latter of which it shares a platform with, the EV is an all-electric super sedan. It pairs aggressive styling with a potent dual-motor, all-wheel-drive powertrain that allows it to post the kind of numbers that were out of reach of cars that have worn the four rings in the past. More from Robb Report The Macallan Teamed Up One of the World's Best Restaurants for Its New Limited-Edition Whisky This Solar-Powered EV Just Finished a 300-Mile Road Trip to California This $45 Million South Florida Estate Has a Secret Cigar Lounge, a Safe Room, and a Massage Suite The E-Tron GT is Audi's electric performance flagship but has spent most of its time on the market overshadowed by its relative, the Taycan. But now, thanks to a revised design and updated powertrain, it's ready to spend some well-earned time in the spotlight. Here's what we thought after spending time behind the wheel of the car in Vegas last week. As it enters its fourth year, Audi has narrowed the E-Tron GT range from three cars to two. The S is now the entry-level model, while the RS E-Tron Performance, which is our focus, is the range-topper. The EV's design has received subtle updates, both inside and out. The bigger changes are those you can't see. The E-Tron's powertrain has been updated with new electric motors that provide a significant power bump. A new battery is also present, which is larger but lighter than its predecessor. It's likely due to the last two upgrades, that the starting price of the sedan has risen by nearly $20,000 to $168,295 (including destination and delivery fees). The athletic E-Tron GT has been the better-looking sedan you could buy since making its debut, so Audi has chosen, wisely, to leave well enough alone for 2025. The rakish four-door still sports the most sculpted shape in the brand's lineup and a sloping roofline that almost gives it the look of a shooting brake. The front fascia has also been revised, with a new faux grille design, a 2-D version of the marque's four-ring logo, and even more prominent side air ducts. Those tweaks, along with a larger rear diffusor and vertical reflector, help differentiate the RS E-Tron GT from the S. Also newly available are new color options, including the sparkling Bedford Green, more 20- and 21-inch wheel styles, and forged carbon trim. The interior has been treated with a similarly soft hand. The layout is much the same, but there's a new squared-off steering wheel with satellite buttons that make it easier to trigger the Push-to-Pass boost and cycle through the different driving modes, standard Nappa Leather seats, and an optional giant gorged carbon inlay. The front is still equipped with two displays, but they don't take up nearly as much real estate as those found in the E-Tron GT's peers, though it should be noted that Audi's MMI infotainment system is starting to feel a bit dated. An array of physical buttons on the center console help make up for this, though. The big story here is the RS E-Tron GT Performance's new powertrain. The EV still has a dual-motor setup—one in the front, one in the back—but the individual units are new for 2025. The pair, which are lighter than those they are replacing, combine to produce a ferocious 912 hp (94 of which is accessible via the 10-second Push-to-Pass boost) and 757 ft lbs of torque that is split between all four wheels in classic Quattro fashion. That's an increase of 275 horses, making the model the most powerful Audi in history. It's also its fastest accelerating, able to go from zero to 60 mph in just 2.4 seconds on its way to a top speed of 155 mph. The battery has also been updated for the new model year. The new pack has a capacity of 105 kWh, which is 12 percent more than before. You'd think this would add to the vehicle's weight, but Audi says the new power unit weighs 25 pounds less. The battery isn't just lighter, though. It also can charge at up to 320 kW, which is 50 kW more than before, and holds that input for longer, allowing the battery to be charged from 10 to 80 percent in just 18 minutes. Audi says you'll be able to drive the car for 278 miles between charges, which is an improvement of 29 miles. All that may look enticing on paper, but what really matters is how the car drives. And in its current guise, the RS E-Tron GT Performance delivers. On the highways east of Sin City, I could feel the car's power as soon as my foot to the accelerator, even without the tactile feedback that comes from an ICE vehicle. It's not the quickest (the Air Sapphire) or fastest (Taycan Turbo GT) EV in its class, but the sedan still moves like a rocket, especially when I used Push-to-Pass to overtake the vehicle in front of me, but there's enough weight that you still feel in control, unlike the video game-like acceleration of some EVs. You'll still want to pay careful attention to the speedometer, though, as it's easy to travel much faster than you thought. As fun as the car is on the open road, you'll find yourself hoping for a curve or two up ahead. The available active suspension and a more direct front axle steering ratio made tackling southern Nevada's winding mountain roads a breeze. This is especially true when RS performance mode is engaged. The mode, which is exclusive to the model, makes a slalom as easy (and comfortable) to navigate as a straight away. The R E-Tron GT Performance is about as thrilling of a daily driver as you could ask for, but to really appreciate what it can do, you'll want to spend some time on the track with it. Using the EV's launch control is something else. The punch you feel in your stomach the first time you hit 60 mph in under three seconds is a little terrifying, but by the third time I was laughing. What more could you want from a sedan? The new RS E-Tron GT Performance is the kind of car you should be excited about driving. The car delivers everything Audi—a smooth drive, a tastefully appointed interior, and an overall solid feel—and adds bold style and ridiculous acceleration to the mix. It's the kind of car that people will stretch their necks to see, before you zoom off into the distance. With a starting price of $168,295, the updated RS E-Tron GT Performance is by far the most expensive model in the brand's current lineup. There's a good reason for that, though. And, when you consider how much more comparable versions of the Air and Taycan cost, it might even be the best value in the super sedan class. Electric Sedan 2020 Two permanent-magnet synchronous electric motors Combined Output: 912 hp and 757 ft lbs of torque Liquid-cooled lithium ion, 105 kWh capacity Range: 278 miles DC fast charging: Up to 320 kW 10- to 80-percent charge time: 18 minutes Zero to 60 mph: 2.4 seconds Top Speed: 155 mph $190,190 Click for more photos of the 2025 Audi RS E-Tron GT Performance. Best of Robb Report The 2024 Chevy C8 Corvette: Everything We Know About the Powerful Mid-Engine Beast The World's Best Superyacht Shipyards The ABCs of Chartering a Yacht Click here to read the full article.
Yahoo
20-03-2025
- Automotive
- Yahoo
Cheap-Feeling, Underpowered, Or Just Ugly, These Cars Don't Justify Their Price
There's nothing quite like a new car. The cancer-causing chemicals are still off-gassing, the seats are still fresh from no on-gassings and the crisp piano black details and touchscreens are unsullied by grubby fingerprints. It feels like heaven. But when the shine wears off, and you're left with just A Car, are you still going to love it? Or are you going to regret paying way too much for a car that can't keep up with normal wear and tear? It's easy for a new car to look like a million bucks, and cost that much too, but looks can be deceiving. There are some cars driving around right now like their MSRPs don't stink, and frankly, we've had it. Each member of the Jalopnik team called out the cars we find are the worse offenders here. I'm sure you have your own opinions as to what new cars are the most overpriced, and we'd love to hear them in the comments. Read more: These Are The Dumbest Looking Cars Of All Time, According To You Lamborghini's Urus totally does not live up to its $250,000-ish cost of entry. Yes, as a brand, Lamborghini does hold a significant cachet, rubbing Armani-swaddled elbows with the likes of Ferrari and Rolls-Royce, but it's hard to cut the Urus much slack when so little of it actually is Lamborghini. Based on the same platform as the Audi Q7, Porsche Cayenne, and Bentley Bentayga, and powered by an Audi-derived drivetrain, all the Urus brings to the table is the Lamborghini nameplate and over-the top styling that looks like it was penned by a hyperactive 12-year-old. Consider too that in top Turbo E-Hybrid form, the Urus' closest-in-intent platform mate, the Porsche Cayenne, is nearly as quick, almost as fast, and comes in at a good one-hundred grand cheaper. Even BMW's weird-ass uber-SUV, the XM, is nearly $90K cheaper. It offers more combined power than the Urus and greater interior space. The Porsche and BMW also have more elegant cabins and, in the BMW's case, similarly polarizing exterior styling as the Urus. Even putting the aesthetics and specs aside for a moment, it's equally important to acknowledge just how complicated a car the Urus is. That engenders having a good relationship with a dealer or factory-authorized service and repair facility. Consider how many of those there are for Lamborghini compared to those servicing Audi, BMW, or Porsche. When it comes down to it, all you're really getting with the Urus and its outrageous price tag is a nameplate and some wacky styling that you'll probably get sick of looking at well before the $3K a month lease is up. The Audi E-Tron GT never felt like it warranted a six-figure price tag. Despite debuting four years ago, the sedan's exterior design is already dated. The E-Tron GT prominently features a grille cover that acts like a visual megaphone telling everyone that it's, in fact, an electric car. Most high-priced electric cars have leaned into the idea of elegant, understated luxury. The E-Tron GT, on the other hand, looks brash and aggressive. On the inside, I can't stand the E-Tron GT's paddle shifters. They aren't used for shifting, but regenerative braking. It's a feature ripped straight from a Formula E car, which I bet amuses the championship's dozen fans. Most luxury EV owners would rather have one-pedal driving instead. If you're in the market for a luxury EV sedan, just get a Lucid Air Touring. It's over $20,000 cheaper, and you get an extra 168 miles in range. The Volkswagen ID Buzz is a fine van. I'll give it a lot of leeway because of how good it looks — few vehicles get such a positive reaction from just about everyone who sees it. Unfortunately, it costs about $25,000 too much. The interior materials and driving experience scream "cargo van" not "$70,000 lifestyle vehicle." There's far too much hard plastic and mediocre-at-best technology onboard to feel comfortable spending over $70,000. You've also got to consider the range is pretty piss poor for a vehicle this expensive. The EPA says it'll get at most 234 miles of range on a full charge, and that number drops to 231 for the all-wheel-drive dual-motor car. At the prices VW is asking for it, that's just not enough. None of this is to say the ID Buzz is an intrinsically bad car. It's just not a car that is good enough to justify its hefty price tag. I don't care how much the company wants to pull at your nostalgic heartstrings. I'm not sold. If a fully loaded ID Buzz cost $50,000, I'd be signing a much different tune, but that is, unfortunately, not the way the world works. The Mercedes-Benz CLE300 4Matic starts at $59,150. That gets you a 4,000-pound all-wheel-drive coupe that's powered by a pedestrian turbocharged 2.0-liter inline-4 that produces 255 horsepower and 295 pound-feet of torque. Granted this is the base powertrain, but it feels underpowered, especially when you compare it to the silky inline-6 in the CLE450. The interior looks cute, but there are a disappointing amount of hard scratchy plastics that wouldn't offend in a Mitsubishi, but in Mercedes-Benz's sole coupe? (The Mercedes-AMG GT is an AMG, and I refuse to acknowledge any of the "four-door coupes" as coupes.) The CLE300 just doesn't feel like a car that should cost over $75,000 when desirable options are added. Save your money and buy a used E-Class Coupe; it has nicer materials and feels more premium. The most overpriced car on the market today is the Subaru Solterra. It isn't an incredibly expensive car, which might make it seem like an odd choice, but it's not meant to be — the Solterra is your average midsize crossover, except that it happens to be electric. Yet the Solterra doesn't feel like an average $38,500 car. Its interior is loud, its ride is stiff, its plastics are cheap to the touch. It feels like Subaru (and Toyota) had a $38,500 electric crossover due at midnight and only started the project at 9pm. You can see where the companies were headed, what they were going for, but the result just doesn't live up to a nearly $40,000 price point. If the Solterra wants to be a mass-market EV with the ride and interior quality it has, it simply can't cost as much as it does. If it wants to be a $38,500 car, it needs to be nicer. In today's ridiculously price inflated new car market, I don't really think the standard Nissan Z's $42,970 MSRP is really all that out of line. Nissan building a 400-horsepower sports car with classically handsome sheetmetal and an available manual transmission at all is pretty cool, but considering it costs less than a Toyota GR Supra, Ford Mustang GT, or BMW M240i makes it reasonable. What isn't reasonable, however is the automatic-only ostensibly track-focused Nissan Z Nismo being tragically overpriced at $65,750. At sixty-six grand the Z Nismo is priced ten percent higher than the significantly faster 500-hp Mustang Dark Horse, and pushes up against a base model C8 Corvette or Porsche Cayman. Nissan justifies the $22,780 price difference between base model and Nismo by giving the latter 20 extra horsepower, 34 extra pound-feet of torque, track-tuned suspension, and Akebono brake calipers. There is nothing Nissan could do to convince me this package is worth the base price of an entire 2025 Nissan Kicks more than a standard Z. Ultimately, I think the Z Nismo is a really cool car, and will likely be looked upon quite fondly in twenty years, but that shouldn't distract from the fact that it's drastically overpriced. I wish it was closer to $50,000 and could be ordered with a manual transmission. Thank you for coming to my TED Talk. I know I'm not setting the world on fire with this pick. It's a pretty well-known situation that Stellantis' quality is dropping, and yet it turns around and sells some models for way, way too much. This big bus of a Jeep stands out in my mind, however, because it stands out every where it goes; it's a massive wall of plasticky parts with a starting MSRP of $91,190. It's pretty easy to push that price into the six-figure range when you start looking at options, packages and trim levels. I remember when I first saw one in a neighbor's driveway and I stood there staring at it like an early hominid in a Stanley Kubrick film trying to understand how Jeep thought building something so massive was a good idea. Turns out, it wasn't. Stellantis began cheaping out on parts and labor right around when it tried to make Jeep something it wasn't and never should be — a luxury nameplate. The Wagoneer was supposed to be a Cadillac Escalade equivalent, but if you come for the king you better not miss, and Jeep missed big time. Jeep is a brand folks associate with rugged and affordable vehicles, but this opulent family hauler is none of those things. It's a perfect representation of what has happened to the Jeep brand in general — bloated, poorly built SUVs that shock shoppers with their MSRPs. It's an expensive boondoggle that has only hurt a brand once cherished for lack of nonsense. The Maserati MC20 is one of the most interesting cars the brand has made in years; a mid-engine supercar with butterfly doors, a newly developed twin-turbo V6, and absolutely gorgeous styling. It should be a hit, right? Sadly, while I think the MC20 is pretty great to drive, it just doesn't live up to its $239,000 starting price, which can surge well past $300,000 with options. The MC20 is saddled by some of the worst and weirdest ergonomics I've experienced in a supercar, from things like an uncomfortable driving position and bad visibility to lack of any meaningful storage space. It's not very well built either, and the Stellantis parts-bin sharing is obvious. The MC20 is fast as hell and a blast on a good twisty road, plus fairly comfortable around town, but it doesn't feel that special from behind the wheel, and an Italian supercar should feel special. The engine is powerful and makes fun turbo noises, but it doesn't have a lot of character. Similarly priced competitors like the McLaren Artura offer a better breadth of ability, or you can save tens of thousands of dollars and go for any variety of Porsche 911, which won't frustrate you around town. Want more like this? Join the Jalopnik newsletter to get the latest auto news sent straight to your inbox... Read the original article on Jalopnik.
