Latest news with #HyundaiElantraN
Motor 1
5 days ago
- Automotive
- Motor 1
Weird Elantra N Sales Surge Likely Isn't a Sport Sedan Comeback
Popularity for the humble sedan has faltered over the years, as buyers turn to more practical, higher-riding crossovers. Likewise, affordable performance cars aren't nearly as popular as they were, say, 20 years ago. That's why we're so surprised to hear the Hyundai Elantra N , a sporty sedan, just had its best sales month ever. Sadly, it's likely not a big a deal as you think. Hyundai reported May sales numbers this week, highlighting a massive 141-percent increase in Elantra N sales—the best single month for the trim since its introduction in 2021. While the company doesn't break down units sold by trim, the N's sales milestone comes as part of a 24-percent increase in sales for the Elantra overall, with 15,741 units sold. Don't get us wrong, the Elantra N is an excellent car. It punches above its weight, offering similar performance and smiles to cars that cost five figures more . But a 141-percent jump is an anomaly to big to be explained by enthusiast demand. The real reason behind the spike? It's likely due to the car's refresh, which occurred in early 2024 . When a car is replaced or refreshed, its assembly plant has to be shut down to retool for new body panels and other updates. The pause in production means dealers aren't receiving as many units, which leads to a temporary sales slump. That's what likely happened here. Dealers probably weren't able to sell many Elantra Ns last May simply because they didn't have any in stock. So comparatively, sales jumped in 2025, when inventory normalized. The addition of an automatic transmission also likely helped. That's just a theory, of course. We've reached out to Hyundai for a more concrete explanation. We'll be sure to update this article when we hear back. Either way, for the Elantra N to have its best sales month ever in 2025, four years after it went on sale, is impressive. Enthusiast-focused cars usually have the opposite occur, with the biggest sales happening at the beginning of the lifecycle. This milestone is further proof people still want affordable, fun sedans. More on the Elantra N Hyundai Slaps a Big Wing on the Elantra N The Hyundai Elantra N Nearly Dethroned the Civic Type R in a Race 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 ( )
Tom's Guide
25-05-2025
- Automotive
- Tom's Guide
I drove the 2025 Hyundai Elantra N for a week — here's my pros and cons
Earlier this year I drove the 2025 Hyundai Elantra Hybrid, which sells itself as a budget-friendly, fuel efficient model that's capable of achieving an EPA-estimated rating of 54 mpg combined. The only problem with the Elantra Hybrid is that it's so boring, which is why the Elantra N exists. After driving the 2025 Hyundai Elantra N for a week, it makes me forget about all the other EVs I've driven this year because it matches them in the performance department. In fact, it's one of the most fun drives I've had ever, with only the BMW i4 M50 Gran Coupe EV and Mini Cooper Countryman EV eclipsing it. Although I'm in my 40s, the 2025 Hyundai Elantra N makes me feel like I'm young again due to its sporty design, impressive driving performance, and stylish cues that make me remember the old days of my 20s when I was into sporty cars. With a starting MSRP of $34,350, it also undercuts the majority of EVs in terms of price. 2025 Hyundai Elantra N Engine 2.0L turbo GDI 4-cylinder Fuel Economy 20 mpg city / 30 mpg highway / 23 mpg combined Fuel Tank Capacity 12.4 gallons Horsepower 276 hp Wheels 19-inches MSRP $34,350 Price Tested $37,545 Since it's an all-gas powered car, combined with a 2.0L turbo GDI 4-cylinder engine that produces up to 276 hp of power, the 2025 Hyundai Elantra N isn't close to being a car known for its fuel efficiency. I'm alright with that, though. In my week's worth of driving of 119.2 miles, it averages a combined fuel economy of 23.1 mpg — which is much lower than the 39.8 mpg I got with the Elantra Hybrid or the 36.2 mpg of the Honda Civic Sport Touring Hybrid. But given how the Elantra N sells itself for its performance, I'm actually much more surprised by what I achieved because I was really heavy on the acceleration a lot of the time. More importantly, though, it matches the intensity and performance I get from driving EVs. Meaning, it's no slouch from a stop to getting to top speed — without much of the long buildup that your average gas-powered car delivers. Get instant access to breaking news, the hottest reviews, great deals and helpful tips. 2025 Hyundai Elantra N 2025 Hyundai Elantra Hybrid 2025 Honda Civic Sport Touring Hybrid Total miles driven 119.2 miles 182.1 miles 133 miles Average Fuel Economy 23.1 mpg 39.8 mpg 36.2 mpg Best short distance fuel economy 27 mpg 50 mpg N/A Best long distance fuel economy 25 mpg 48.6 mpg 50 mpg I still can't believe that if you strip away its rear spoiler and vibrant paint job, the Elantra N is basically the same looking car I drove with the Elantra Hybrid. The design's okay, but the added sporty cues go a long way to giving it a lot more charm. First of all, it commands attention due to its contrasting paint job — like how it incorporates the black and red accent trims all around the body. It follows the same color cues as the Hyundai Ioniq 5 N, but in sedan form. If I were still in my 20s and shopping around, its sporty design alone would easily get my attention. I also love how its sport-tuned suspension and low profile design makes it take tight turns and curves like a champ Like I said, the 2025 Hyundai Elantra N is one of the most fun drives I've had in the last year. Its turbocharged engine rockets the Elantra N from a complete stop to cruising speed in no time at all, matching the torquey performance typical of most EVs. I also love how its sport-tuned suspension and low profile design makes it take tight turns and curves like a champ, making it hug those corners much better than most sedans. Obviously, it's a contrast to the driving performance I got from the Elantra Hybrid, made better by its sport driving mode that makes the steering feel stiffer — while also being accompanied by a dynamic exhaust with more pops and crackles. Usually sporty cars don't give you a lot of room on the inside, but the Elantra N is an outlier because of the amount of legroom it offers. In the driver's seat, there's plenty of room for me to move back the seat — while still offering enough legroom for the person sitting behind me. If that's not enough, the trunk's also sizable to fit my electric scooter horizontally. There's a red button on the steering wheel that draws a lot of attention. I'm well aware of what it is because I pressed the same button on the Ioniq 5 N to inject extra power to its electric motor. It's a lot like the Boost Button in the 2025 Genesis GV60, which gives the Elantra N a temporary boost for 20 seconds. I tried this when I was at a complete stop and was instantly pushed back into the seat due to its intense acceleration. I also activated it at lower speeds to get a short speed burst. It's a lot like Mario Kart when you get that mushroom and use it for that extra speed burst. Unlike most cars, the Elantra N is available in just a single trim, with your choice between automatic or manual transmission. What I really like about this single trim is that it packages a lot of the features that are usually given as extras in other cars. Meaning, you get the premium Bose sound system, adaptive cruise control, rear wheel spoiler, Android Auto/CarPlay integration, wireless charging, heated side mirrors, heated seats, and advanced safety features. And yes, it comes with a sunroof as well. Being a sporty car, it makes sense for the 2025 Hyundai Elantra N to feature bucket seats. I like the small details that Hyundai adds here, like how the 'N' near the middle of the seats light up at night. However, these bucket seats are really tight — making it feel uncomfortable for longer rides. I'm not a big person, but due to how these bucket seats flare out on the sides, it makes me feel very constricted. I just wish they were a smidge flatter around the side to make it feel less tight. Although it packs a lot of features, I'm surprised that it has manual seats. While the leather-strapped steering wheel and leather seats with Alcantara accents are nice touches, the rest of the interior feels and looks a bit flat — due in part to how it's dominated by a lot of hard plastic. I was hoping for additional small details to distinguish it over the Elantra Hybrid's dashboard, but it doesn't do a whole lot to match the sporty style of its body. If I could somehow age backwards to be my 20-year old self again, this is one I'd consider buying. I didn't think that the Elantra could ever be this fun to drive, but the 2025 Hyundai Elantra N shows how it can transform Hyundai's entry-level model and make it cool in so many ways. For the $37,545 sticker price attached to the automatic transmission I've tested, it's certainly much cheaper than the average EV — especially compared to the $66,200 price Ioniq 5 N. Car enthusiasts will also love all the customization that the Elantra N offers, which isn't something you don't see often to get the drive and handling to your liking. My days of riding sporty cars as my daily driver are behind me, but if I could somehow age backwards to be my 20-year old self again, this is one I'd consider buying.
Yahoo
07-03-2025
- Automotive
- Yahoo
Car Companies May Love DCTs, But Dual-Clutch Transmissions Have Disadvantages Too
Dual-clutch automatic transmissions have exploded in popularity over the last two decades. They're used in performance cars of all types, from the Volkswagen GTI and Hyundai Elantra N to the BMW M2 and McLaren 720s. But dual-clutch transmissions have also found homes in normal cars. Hyundai and Kia are big users of dual-clutch transmissions in models like the Kia Seltos crossover and the N-Line versions of the Hyundai Sonata and Elantra. Automakers use dual-clutch transmissions for good reasons. Compared to a normal automatic a dual-clutch has more than a few benefits, mainly increased acceleration, quicker gear changes and better fuel economy. It took automakers a while to warm up to the idea of the dual-clutch, though. The dual-clutch transmission was invented over 80 years ago by French engineer Adolphe Kegresse, and it wouldn't be until the early 2000s that the dual-clutch would start to get traction with automakers. Volkswagen was one of the first automakers to bring a dual-clutch transmission to market with the Mark 4 Golf R32. This was followed by other performance models in the late '00s like the R35 Nissan GT-R, Bugatti Veyron and Mitsubishi Evolution X. Despite this use in high-performance vehicles and the obvious performance advantages, dual-clutch transmissions have a few disadvantages as well. Read more: GM Hopes A Clutch Pedal Is Enough To Make Enthusiasts Buy EVs You can tell how complicated dual-clutch transmissions are just from the name. In a conventional manual transmission, a driver operates the clutch pedal to change gears. When pressed, the clutch pedal disconnects the engine from the gearbox, causing a brief power interruption while the driver selects the next gear with the shifter. When this happens, a toothed collar moves from one gear wheel to the next gear wheel, which is a different size. To prevent the gears from grinding, synchronizers match the gears up. Once the clutch pedal is released and the gear change is completed, the engine is reconnected to the driver shaft and the engine's power is sent to the wheels. A dual-clutch transmission basically does all that automatically without a clutch pedal, but it's way more complicated. As the name suggest, there are two clutches: one clutch controls the odd gears while the other controls the even numbered ones. Assisted by a bunch of electronics and hydraulics, the gears are able to change like an automatic transmission but without the interruption of power that happens in a normal manual transmission. Things get more complicated when you factor in things like wet dual-clutch transmissions, which cover parts of the transmission's inner workings in lubricating fluid to reduce heat and friction. So there's more to go wrong, and more money out of your pocket if something needs to be fixed or replaced. Ford owners know this first-hand thanks to the nightmare that was the PowerShift transmission — some owners reported getting repair bills of a couple thousand bucks just to replace the clutch. DCTs aren't usually stand-alone options by themselves, save for a few exceptions. The F87 BMW M2 offered buyers the choice of either a standard six-speed manual or an optional seven-speed dual-clutch transmission. It wasn't cheap, though, costing $2,900. Other automakers just factor in the price of the transmission with the overall cost of the car, but it'll still be a bit more than cars that don't come with the transmission. Take the Hyundai Elantra N-Line, for instance. This Honda Civic Si competitor comes with a 201-horsepower turbocharged engine and a seven-speed wet dual-clutch transmission. Despite being positioned as one rung down from the top-of-the-line Elantra Limited, the Elantra N-Line is the most expensive trim in the lineup. There's a $2,200 difference in price between the N-Line and Limited; that difference grows to $3,150 if you compare the N-Line with the Elantra SEL Convenience. One of the biggest drawbacks of a DCT is the smoothness of the gearshifts. You can have lightning fast shifts to your heart's content all day long, especially if you're really into the car's performance envelope. Once things tone down and get back to normal, it can feel like you're getting kicked in the back by shifts. Some people may even think something is wrong with their car. Others may experience more jerkiness when the car is cold. There's no need to worry, though, because this is just a normal part of DCT operation and a downside of those fast shifts. At higher speeds, the computer can anticipate that you're going to need that next gear ASAP, but low speeds can trip the computer up, causing a delay and jerkiness because it can't anticipate what gear you're needing next. Even with these drawbacks, DCTs are still fantastic transmissions. And unless you're driving something that the manufacturer just didn't get right out of the gate, none of this should scare you away from owning one. Just like any other component of a vehicle, treat it right and service it regularly and you shouldn't encounter any problems. 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.
Yahoo
26-02-2025
- Automotive
- Yahoo
2025 Subaru WRX: 3 reasons to love it, 2 reasons to shy away
Small cars aren't exactly a hot commodity these days, but there's still plenty of love going around for the Subaru WRX. The latest model arrives with its classic design, hood scoop, and all, as well as a powertrain tuned for the track. Even with design and performance in hand, there are a couple of reasons to pass by the 2025 Subaru WRX. Subaru introduced the WRX TR trim for gearheads interested in tuning the compact sedan themselves. However, in 2025, the Japanese automaker discontinued the TR and replaced it with the WRX tS, which stands for 'tuned by STI.' Fortunately, the punchy flat-four engine will remain unchanged in the 2025 Subaru Subaru WRX tS comes in as the compact sedan's hot new trim for the 2025 model year. While it shares the same engine as the other WRX trims, it also comes with a performance-focused design and a handful of slick upgrades. The WRX tS, short for 'tuned by STI,' features distinctive interior and exterior amenities, including a 12.3-inch digital gauge cluster and Recaro Performance Design seats wrapped in black suede and complemented by contrasting blue accents. Mechanically, the WRX tS gains a Brembo braking system complete with larger brake pads and rotors behind the athletic 19-inch satin gray aluminum-alloy wheels. Drive Mode Select allows drivers to tailor performance between Comfort, Normal, and Sport settings. It also includes adjustable settings for the steering and throttle, among other Subaru WRX models feature the same 2.4-liter turbocharged flat-four engine that delivers an impressive 271 horsepower and 258 lb-ft of torque. A six-speed manual transmission comes standard on all but the WRX GT trim. The range-topping GT trim, which starts at $45,705, comes equipped with the Subaru Performance Transmission (SPT). The SPT features adaptive shift control with rev-matching downshifts with the goal of maintaining the ideal gear ratio. Regardless of trim level, the Subaru WRX comes equipped with all-wheel drive. The base Subaru WRX Premium starts at $35,750, placing it firmly in the midst of the hot hatch segment - but it isn't entirely out of its element. Most of the hot hatches, including the Volkswagen Golf R and Honda Civic Type R, are significantly more expensive. The WRX is, however, joined by the Hyundai Elantra N, another compact sedan tuned for performance. The Hyundai Elantra N starts at $34,250 with a 276-horsepower engine mated to a six-speed manual transmission. While the two models are close in price and performance, the Elantra N comes with front-wheel drive with no option to upgrade to AWD, putting it a step below the reputable EPA has yet to officially rate the 2025 Subaru WRX, but the flat-four engine and six-speed manual transmission carry over from the previous model year. The 2024 Subaru WRX is rated for an EPA-estimated 19 city mpg, 26 highway mpg, and 22 combined mpg. Unfortunately, that efficiency puts it on par with a midsize SUV. For example, the three-row 2025 Subaru Ascent is rated for an EPA-estimated 20 city mpg, 26 highway mpg, and 22 combined mpg. The 2025 Subaru WRX sees a few changes to its trim lineup, and one of the most significant is the discontinuation of the base model. That means the Premium trim serves as the new entry model with a starting price of $35,750. That's just over $3,000 more than the 2024 WRX base trim, which started at $32,735. 'Few buyers opted for the base trim level last year, while nearly half of all WRX buyers opt for features found on the Premium trim level, which is why it's the entry point this year," said William Stokes, Car Line Planning Manager for Subaru of America. The 2025 Subaru WRX has few true competitors, given its performance and placement in a declining segment. Even so, Subaru's compact sedan is designed to deliver thrills without breaking the bank. There aren't many true competitors out there, but be sure to give the Hyundai Elantra N a chance. 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!
Yahoo
20-02-2025
- Automotive
- Yahoo
How We'd Spec It: Car and Driver's Lightning Lap Cars
The 18th edition of Car and Driver's annual Lightning Lap—an event designed to distill a car's performance at VIR's challenging 4.1-mile Grand Course—featured 13 production cars and a wide spectrum of price points. The Hyundai Elantra N, with an as-tested price of $35,320, was this year's least expensive car, while the $729,458 Lamborghini Revuelto cost over 20 times that much. As we compared lap times and prices, which dictate the LL1–LL5 classes, a handful of us decided to spec our ideal version from this year's roster of track cars. I'm no Lightning Lapper, but in the handful of times I've driven on a racetrack, one car has stood out: the ND Mazda Miata. Sure, with 181 hp, it's certainly not the fastest way around a track. But that's also what makes it one of, if not the best, ways to learn how to drive effectively on a track. Solid steering, a communicative and forgiving chassis, superb balance, and a sub-2500-pound curb weight certainly don't hurt, either. For maximum driving fun, I went with the Club trim and its asymmetric limited-slip differential. The $4900 Brembo BBS Recaro package was a no-brainer addition for eponymous reasons. As for the color, while I contend Mazda's Soul Red is the best color in the business, I miss my 10th Anniversary Edition NB Miata dearly. So, as an homage, I selected Deep Crystal Blue Mica (which also saved me $595). To keep that paint a bit more pristine, I added front and rear splash guards ($180 each). From experience with the NB, I know an overhead light isn't always enough to spot whatever you've dropped. The $380 footwell illumination kit should help with that—and add a bit more subtle style. And though a two-seater convertible won't ever be truly practical, the $60 cargo net and $225 Weather package's floor liners and cargo tray do make the Miata a bit more usable. All told, my Miata build comes in at just under $40,000. That's not exactly cheap, but it's still less than the average new car these days. And the grin I'll have as I zoom-zoom around VIR or my local roads will be worth every penny. –Matthew Skwarczek Read About the Miata Club's Lap Cadillac's supersedan is a living legend. And since the life expectancy of a V-8-powered new car with three pedals might not be much longer than the 2:47.9 lap it turned at this year's event, the CT5-V Blackwing is at the top of my wish list. The car that posted that impressive time was fitted with the $18,000 Precision package, which includes carbon-ceramic brakes, grippier Michelin Pilot Sport Cup 2R tires, and myriad suspension upgrades that helped make it 1.5 seconds faster around VIR than a version we previously lapped without the kit. I love that Cadillac went all-out to make the CT5 even more heroic on a racetrack, but I'd skip that expensive option and focus on making my Blackwing a delightful daily driver that can embarrass pricier sports cars during the occasional track day. I'm a green-paint guy, and the Caddy's available Typhoon Metallic is my kind of color. It's only a $625 upcharge, but I think it looks fantastic paired with the $1500 bronze 19-inch wheels (matching brake calipers cost an extra $595 but complete the look). While I think the CT5's face looked better before the recent refresh, the interior greatly benefits from the new 33-inch dashboard display. I don't prefer digital gauges over analog ones, but the pre-facelifted car already had a digitized instrument panel, and the overall dash layout didn't look great. It's better now, more cohesive. The only interior option I'd choose is the $8090 black-and-tan color scheme. Along with more supportive competition front seats, it includes nicer leather and puts it in more places. This is still a luxury sedan, after all. Since I'm sticking with the standard six-speed manual, I can't option the hands-free Super Cruise system, which would've also cost me $5875, so I'm not mad. Instead, I'd get the $1600 PDR to record and analyze my lap times. That's it. My ideal CT5-V Blackwing rings up at $109,900. Not bad for a 668-hp four-door with rear-wheel drive and a back seat that won't make my in-laws think I'm trying to punish them. Although they might get the hint after a few glorious full-throttle runs. –Eric Stafford Read About the CT5-V Blackwing's Lap Look, there's really only one correct answer here and it's the Porsche 718 Cayman GT4 RS with the Manthey kit. I'm dealing with hypothetical money, so that means I get to turn my nose up at drivel like the Miata, both Subarus, and both Hyundais. All fine cars any other week, but what I'm after is the wail of Porsche's eardrum-rattling 4.0-liter flat-six as it crests 9000 rpm. Mine will be coated in the $14,750 Paint to Sample Ultraviolet purple, thank you very much. For $15,640, I'm tacking on a set of silver forged magnesium wheels. Wait, add another $13,250 to my tab because the mag wheels require selecting the Weissach package. A further $2170 is set aside for the Race-Tex and leather interior. Of course, I'll also be spending $540 for the heated seats. I want a track car, but what kind of monster do you take me for? The $3040 front-axle-lift system is practically a prerequisite for purchase. Seriously, who spends a quarter-million dollars and decides it's just too much to bear another $3000 for peace of mind? For maximum stopping power, I want the $8000 carbon-ceramic brakes. Certified Porsche dealers charge $53,946 for the Manthey kit, which puts my spec at a cool $279,131. You may think I'm out of my mind, but I think I've acted with quite a lot of restraint. However, I'll need to put money aside for medical bills after the constant abuse of the flat-six's 106-decibel song. Unfortunately, Porsche's configurator doesn't show the Manthey kit, so you'll have to use your imagination to see the bitchin' aero mods—or you can check out Dave Beard's flying lap. –Jack Fitzgerald Read About the 718 Cayman GT4 RS's Lap It is always a pleasure to use Porsche's online configurator. 'Here, pick from almost every color we've ever offered on our cars!' says Porsche. I understand why most manufacturers don't usually offer as many colors as possible (rest in peace Mk 7 Golf Spektrum paint colors), but I certainly wish they would. For my Taycan Turbo GT build, I went straight to the Paint to Sample colors. The Purple Sky Metallic is free and tempting, but I couldn't help myself. Speed Yellow ($13,150) is my choice, and I kept the 21-inch Turbo GT wheels but painted them Brilliant Silver for $1290. I painted the side mirrors Speed Yellow ($650) and the model designation on the rear the same hue ($270) then added the illuminated Porsche logo on the light strip for $460. I slapped on the Porsche Ceramic Composite Brakes for an even $900 and put a bow on my performance upgrades. I gave this car the GT interior with accents in GT Silver for $2020, which includes heated rear seats. Score! Those heating elements might add unnecessary weight, but, hey, it's either that or cold passengers. I'll take the former. The Porsche Design Subsecond Clock is an $1120 addition, the fixed panoramic roof adds $1540, and the head-up display is $1670. However, the most important option of all, the Burmester 3D High-End Surround Sound System, cost me $5810. That brings the total price of my Porsche Taycan Turbo GT to $260,885, so it looks like I'm gonna need to win the lottery. –Carter Fry Read About the Taycan Turbo GT's Lap I love playing around with car configurators. It's what got me through Communication Theory my junior year (sorry, Professor Bruni). McLaren's configurator has always been one of my favorites, and after seeing the Artura in person at Lightning Lap this year, I had to create one for myself. Paint was a tough choice between Belize Blue and Lantana Purple. Both go well with the Azores calipers I chose, but I picked the latter because I love how menacing Artura Spider's rear end looks with a darker color. It gives me General Grievous vibes. To continue the theme, I went with the 10-spoke Star Forged Alloy wheels in gloss black, which really helps those orange calipers pop. I left the wheels wrapped in the normal Pirelli P Zeros, though, as opposed to the P Zero Corsas because I'd like to survive getting caught in the rain. I had to option the titanium locking wheel bolts too because they reduce unsprung mass by a whopping 400 grams—serious race-car stuff. Finishing off the exterior, I checked the boxes for the sport exhaust with the stealth finish and a satin titanium engine cover. I also opted for body-colored everything. Say what you want, but I'm just not a carbon-fiber guy. For my Vision-spec interior, I continued with the orange accents instead of Flux Green (why only those two options?), which pairs nicely with the McLaren Orange seatbelt. I selected the simpler Clubsport seats, but because my back already feels like I'm 60, I opted for the lumbar support. Another checked box was the Thermal Insulated Windscreen, as it can get pretty toasty on those nine sunny days we get in every year in Michigan. Speaking of the Wolverine state, the final must-have for my ideal Artura is the front-axle-lift system. How much does it all cost? No idea. McLaren doesn't list prices on its configurator, but the car we lapped at VIR had an as-tested sticker of $388,793. –Mason Cordell Read About the Artura Spider's LapYou Might Also Like Car and Driver's 10 Best Cars through the Decades How to Buy or Lease a New Car Lightning Lap Legends: Chevrolet Camaro vs. Ford Mustang!
